MINISTRY FOR TRANSPORT AND INFRASTRUCTURE

Road Safety Strategy 2014 | 2024

Block B Triq Francesco Buonamici, Floriana FRN 1700, Malta, EU Telephone: +356 2292 2146 MINISTRY FOR TRANSPORT AND www.infrastructure.gov.mt INFRASTRUCTURE

02 03

Mr. JAMES PISCOPO, Chairman and Chief Executive Officer Transport Malta

ROAD SAFETY REMAINS AN Through the publication of this consultation document, Transport Malta aims to draw on the experience and expertise of stakeholders, ENORMOUS CONCERN. taking onboard their views to promote the creation of the necessary synergies to deliver an effective road safety strategy, to address The need for action to improve road safety has already been major issues at stake and to target the right areas in the most acknowledged in the past but today we are setting up the effective and efficient manner. foundations of a long term plan based on a new Road Safety Strategy. I invite all stakeholders to come forward with suggestions on this consultation document. Your feedback is certainly key in This is the first Road Safety Strategy for the Maltese Islands which making any change possible. I also encourage initiatives that will also see the creation of the first Road Safety Council. foster dialogue and collaboration between the Authority and the stakeholders. The majority of accident risk factors are well known and are preventable. These include driving under the influence of alcohol, Let’s work together to make our roads safer. non use of seat belts, excessive speeding, as well as disregard of pedestrians and cyclists. It should not be assumed that such incidents are inevitably caused by vehicle drivers and all members of society have the responsibility to contribute to reduce the risk of road collisions.

The reduction of traffic injuries and fatalities is one of the major objectives of Transport Malta and the authority has committed itself to this aim by embarking on this ambitious strategy with an action plan which will holistically address road safety from the Enforcement, Engineering, Education and Safer Vehicles. This road map will provide a platform for discussion of best practice measures of road safety initiatives. 04 05

TABLE OF CONTENTS

SECTION 1 13 ROAD ACCIDENTS, THE FACTS The Scenario in Malta Casualties by Gender Traffic Casualties amongst different age groups (NSO) Traffic Casualties by days of the week (NSO) Road casualties by vehicle type (NSO) Geographic distribution of road casualties in Malta & (NSO) The European Scenario European Decade of Action for Road Safety Background for the Strategy The Challenges to Improve Road Safety The Way Forward The 4Is Road Safety System Approach Shared Responsibility The Key Target Areas of this Strategy Safety Performance Indicators Strategy Discussion

SECTION 2 INVESTIGATING COLLISIONS 29 AND CASUALTIES Strategy Objectives Current system of road accident reporting by the Police Location Identification Lack of information concerning causation of accidents Reporting of Collisions Exposure to Risk Collision and Casualty Reduction Studies Urban Safety Management Good Practice Urban Safety Management Scheme Route Safety Management Safety Scheme Assessment

SECTION 3 SAFER ROADS THROUGH 35 ENGINEERING Strategy Objectives First Year rate of Return A - Investment in upgrading of existing links and junctions and the treatment of accident black spots Road Safety Inspections Road Maintenance Black Spot Treatment Road Markings and Road Signs B - Investment in new road construction works and major upgrading projects Vehicle Speeds and the Function of the Road 06 07

Land Use Planning Children Road Safety Assessments and Audits Pedestrians and Cyclists Separation of Road Carriageways Home Zones Intelligent Traffic Management Systems (ITMS) Safety for Elderly and Disabled Persons Monitoring Progress Dropper Kerbs and Dropped Crossings Tactile Paving Motorcyclists SECTION 4 Driver Fatigue SAFER SPEEDS THROUGH Equestrians 43 ENGINEERING Public Transport Strategy Objectives Monitoring Progress Facts about Accident Risks Chances of Surviving an Accident Adherence to Posted Speed Limits SECTION 8 Community Acceptance 79 IMPLEMENTING THE POLICY Case Studies Co-ordination Monitoring Progress Health Progress will be monitored and assessed through the monitoring of road Funding fatalities and grievous injuries where speed was likely to be the contributory factor Education Accountability SECTION 5 49 ENFORCEMENT Strategy Objectives 82 REFERENCES Facts about Various Enforcement Measures Drink Driving Alcohol Interlocks Drug Driving Use of Mobile Phones Whilst Driving Use of Seat Belts Monitoring Progress

SECTION 6 57 SAFER VEHICLES Strategy Objectives Facts on the Effect of Vehicle Design on Road Safety Monitoring Progress

SECTION 7 61 SAFER ROAD USERS Driver Training, Testing and Licensing Strategy Objectives – Drivers and Prospective Drivers Professional Drivers Young Drivers Monitoring Progress Vulnerable Road Users Strategy Objectives – Vulnerable Road Users Facts about road casualties in Malta and Gozo 08 09

LIST OF ILLUSTRATIONS

TABLE 1: TABLE 11: FIGURE 1: FIGURE 11: Number of fatalities, grievous injuries and slight injuries Strategy Action Plan for Safer Roads Number of fatalities over the past decade EU-27, Persons killed in road accidents/100,000 in the last (10) years (NSO) inhabitants, (Energy Transport and Environment Indictors TABLE 12: FIGURE 2: 2012 Edition, Eurostat) LE OF CONTE TABLE 2: Strategy Action Plan for Speed Limits Number of fatalities and injuries over the past decade Casualties by Gender for the years 2008 to 2012 (NSO) FIGURE 12: TABLE 13: FIGURE 3: Relationship between change in mean speed and crashes, TABLE 3: Existing Speed Cameras in the Maltese Islands Casualties by gender for the years 2008 to 2012 (Nilsson, 2004) ‘Slight’ road injuries by age group between years 2008 and 2012 TABLE 14: FIGURE 4: FIGURE 13: BAC Levels across EU countries Percentage of ‘Slight’ road injuries by age group for the Survivable impact speeds for different crash scenarios, TABLE 4: years 2008 to 2012 (Austroads, 2005) ‘Grievous’ road injuries by age group for the years 2008 TABLE 15: to 2012 Strategy Action Plan for Enforcement measures FIGURE 5: FIGURE 14: TABLE 16: Percentage of ‘Grievous’ road injuries by age group for Risk of driver fatality by BAC level and age, TABLE 5: Strategy Action Plan for Vehicles on the road network the years 2008 to 2012 (OECD, 2006) ‘Fatal’ road traffic accidents by age group for the years 2008 to 2012 TABLE 17: FIGURE 6: FIGURE 15: GDE Matrix – Goals for Driver Education Percentage of ‘Fatalities’ by age group for years 2008 to Percentage of Driver, Pedestrian and Passenger casualties TABLE 6: 2012 in the past (5) years Total number of road casualties by days of the week TABLE 18: between years 2008 and 2012 Strategy Action Plan for Road Safety Education FIGURE 7: FIGURE 16: Total number of road casualties by days of the week Percentage of casualties by age group in the past (5) years TABLE 7: TABLE 19: between years 2008 and 2012 Road casualties by vehicle type between years 2008 and 2012 Driver, Pedestrian and Passenger casualties in the past FIGURE 17: (5)years FIGURE 8: Motorcycle casualties in Malta between years 2008 and TABLE 8: Percentage of casualties by type of vehicle between 2012 Geographic distribution of road casualties between years TABLE 20: years 2008 and 2012 2008 and 2012 Casualties by age group in the past (5) years FIGURE 9: TABLE 9: Table 21: Strategy Action Plan for Motorcyclists, Percentage Distribution of Road Traffic Casualties Strategy Action Plan for Safety Scheme Assessment Pedestrians, Children and the Elderly FIGURE 10: TABLE 10: TABLE 22: Top (ten) localities for Traffic Accidents in the year 2012

Value of Statistical life (€2002, factor prices) Strategy Action Plan for Policy Implementation (NSO) 10 11

GLOSSARY OF TERMS

Vehicle Classification of Injuries Collision Details Junction Details

Fatal – death caused by road accident within 30 days of Rear Collision – Collision between two vehicles travelling Slip Road – Accident occurred in a slip road. Licensed – Whether vehicle is licensed or not. accident (natural death not included) in the same direction on the same road. First vehicle has a rear collision point, other vehicle has a frontal collision Private Road – Accident occurred in a private road. Vehicle age – Age of vehicle, if unknown, approximate Grievous – seriously injured in road accident. point. age. Pedestrian Crossing – Position of accident on road at Slight – slightly injured in road accident. Chain Collision – Collision between more than two pedestrian crossing. Motorcycle - Two-wheeled road motor vehicle with moving vehicles in the same direction on the same road. or without side-car, including motor scooter, or three- Pelican Crossing – Position of accident on road at a wheeled road motor vehicle. Frontal Collision – Collision between two vehicles pelican crossing. travelling in the opposite direction on the same road. Car - Road motor vehicle, other than a motorcycle, Both vehicles have a frontal collision point. Traffic Lights – Position of accident on road at traffic intended for the carriage of passengers and designed lights. to set no more than 9 persons. This vehicle may be for Lateral Collision – Collision between two vehicles personal use or for hire. including angle collision. First vehicle has a side collision Two way – Road has two-way traffic. point, other vehicle has a frontal or side collision point. Agriculture Vehicle - Motor vehicles, normally tractors, One way – Road has one-way traffic. designed exclusively or primarily for agricultural Collision with Pedestrian – Collision between moving purposes. Licensed to use roads open to public traffic. vehicle and pedestrian. Not at junction – Position of accident on road away from junction (20m or as determined by police). - Passenger road motor vehicle designed to seat Collision with Parked Vehicle – Collision between more than 18 persons (including driver) operating on moving vehicle and parked vehicle. both scheduled and unscheduled services. Single Vehicle Accident No Obstacle – Accident in Minibus - Passenger road motor vehicle designed to seat which only one vehicle is involved. Includes vehicle up to 18 persons (including driver). leaving the road or motorcyclist falling.

Light Goods Vehicle – Four-wheel road vehicle Single Vehicle Accident With Obstacle – Collision designed, exclusively or primarily for the carriage of between moving vehicle and obstacle. On or off the goods. road. Fixed or moving obstacle and includes trees, posts, crash barriers. Heavy Goods Vehicle - Road vehicle designed, exclusively or primarily for the carriage of goods. These Collision with obstacle - Collision between moving vehicles are equipped with a double wheel axle at the vehicles and obstacle. On or off the road. Fixed or back. moving obstacle and includes trees, posts, crash barriers.

Moped – Motor vehicle with two wheels with an engine Collision with animal – Collision between vehicle and animal. size of less than 50cc. Side by side collision – Collision between two vehicles, Bicycle – Vehicle with at least two wheels, without where both vehicles have a side collision point. engine, moved by pedals or hand cranks. With or without a trailer. With or without passenger. Ridden in Hit and Run – One or more persons and/or vehicles the carriageway and the pavement. involved in the accident quit after the accident without being recorded on the spot. Taxi – Motor vehicle with four wheels for public use in the transport of people.

Horse drawn cart – Non motorized vehicle being drawn by a horse.

Horse with rider – Rider on horseback. 12 13

SECTION 1 EXECUTIVE SUMMARY ROAD ACCIDENTS, THE FACTS

According to the ‘Energy Transport and Environment Indicators’ issued by Eurostat in 2012, Malta has the 4th lowest rate of road fatalities amongst the (27) EU member states. This is a direct result of a number of road improvements, lower speed limits, improved driving test, drink-driving campaigns, seat-belt usage and road safety campaigns targeting different road users.

Having said that, there is still room for improvement, Statistically, when compared with other EU countries, especially when one considers that Malta does not have Malta has a very good per capita road accident fatality any high speed motorways and highways, and the average record and the risk of being killed on Maltese roads (as driving time and distance is considered to be less than measured in terms or road deaths per billion vehicle that of other European drivers. kilometers driven) is also much lower than the average for the . However, we cannot afford to be This National Road Safety Strategy document sets out a complacent in our approach to making roads, drivers and (10) year direction for a safer land transport system and vehicles safer. It is highly probable that future decisions it focuses on the main areas where there is evidence that over the life span of this strategy will have an impact a sustained and coordinated effort leads to considerable on the strategy itself. Such decisions would be those gains and where measures may be implemented which related to budgeted public expenditure, travel modes give long-term improvement with the aim of achieving of commuters, public transport patronage and number a 50% reduction in fatalities, 30% reduction in grievous and classes of registered vehicles. Such decisions may injuries and 20% reduction in slight injuries by the year pose challenges to the policy makers which might lead to 2020. adjustments in the way the strategy is implemented.

The success of this strategy will be measured by the actual reduction in the number of injuries and fatalities on the roads through the monitoring of identified and established measurable road safety indicators. These indicators will be used to monitor the progress and effectiveness of the strategy in relation to the set targets.

The National Road Safety Strategy (2014-2024) has the necessary tools to achieve the desired road safety benefits for all classes of road users. The strategy recognizes that policy decisions and actions will impact the effectiveness of the road safety outcomes and will also impact other areas of society because road safety has links with policies on infrastructure, health, police, transport, energy, education, emergency services, research, environment, technology, insurance, innovation and trade amongst others.

The road safety performance will be affected by future economic conditions, environmental priorities and other societal developments which will pose new transport and road safety challenges.

Credit: John Pisani 14 15

THE SCENARIO IN MALTA

Many severe road accidents are avoidable and research shows that the right interventions can create a position impact. Malta has maintained a relatively constant level of road fatalities over the past years even though there has been a PERIOD ACCIDENT SEVERITY TOTAL considerable increase in registered vehicles on the road per year. Slight Grievous Fatal

Over the past decade there has been a total of (164) fatalities as a result of road accidents. The impact on families is 2007Q1 209 57 3 269 devastating, lives are cut short, injuries and disabilities impair the quality of life causing lifelong grief and pain. 2007Q2 256 63 2 321 The following is an analysis of the road accident data, which raw data is collected by the Malta Police and analyzed 2007Q3 269 69 4 342 by Transport Malta and the National Statistics Office (NSO). This data analysis will lead to a better and more in-depth 2007Q4 212 62 3 277 understanding of the challenges being faced, which will subsequently provide the basis for the actions in this strategy. Year 2007 949 246 14 1209 The data within this document was acquired from the Malta National Statistics Office (NSO). 2008Q1 202 58 3 263 2008Q2 243 67 3 321 2008Q3 256 66 6 328 Table 1: PERIOD ACCIDENT SEVERITY TOTAL 2008Q4 208 57 3 268 Number of Slight Grievous Fatal Year 2008 909 248 15 1172 fatalities, grievous 2002Q1 211 62 2 275 2009Q1 187 39 0 226 injuries and slight injuries 2002Q2 256 75 7 338 2009Q2 242 54 5 301 in the last (10) 2002Q3 290 84 5 379 2009Q3 228 63 9 300 years (NSO) 2002Q4 225 93 2 320 2009Q4 192 43 7 242 Year 2002 982 314 16 1312 Year 2009 849 199 21 1069

2003Q1 174 56 6 236 2010Q1 226 48 7 280 2003Q2 150 53 6 209 2010Q2 213 66 3 283 2003Q3 258 69 4 331 2010Q3 223 51 3 277 2003Q4 232 72 3 307 2010Q4 191 46 2 239 Year 2003 814 250 19 1083 Year 2010 853 211 15 1079

2004Q1 292 59 3 354 2011Q1 258 42 1 301 2004Q2 242 82 0 324 2011Q2 379 72 6 457 2004Q3 222 67 5 294 2011Q3 383 62 6 451 2004Q4 191 50 3 244 2011Q4 305 59 4 368 Year 2004 947 258 11 1216 Year 2011 1325 235 17 1577

2005Q1 172 59 3 234 2012Q1 298 48 1 347 2005Q2 225 70 2 297 2012Q2 356 80 2 438 2005Q3 232 71 5 308 2012Q3 332 96 2 430 2005Q4 186 44 7 237 2012Q4 304 76 4 384 Year 2005 815 244 17 1076 Year 2012 1290 300 9 1599

2006Q1 166 62 3 231 2013Q1 298 66 3 367 2006Q2 244 69 1 314 2013Q2 355 77 4 436 2006Q3 241 73 3 317 2013Q3 353 61 7 421 2006Q4 256 75 3 334 2013Q4 294 61 4 359 Year 2006 907 279 10 1196 Year 2013 1300 265 18 1583 16 17

CASUALTIES BY GENDER

25 Figure 1: Table 2: Year 2008 Year 2009 Year 2010 Year 2011 Year 2012 Casualties Injury Number of by Gender M F M F M F M F M F Type fatalities 20 for the years over the past 2008 to 2012 Fatal 11 4 17 4 10 5 14 3 7 2 decade (NSO) Grievous 165 83 134 65 141 70 164 71 204 96 15 Slight 510 399 491 358 463 390 737 588 743 547 Grand 686 486 642 427 614 465 915 662 953 645 Total 10 Fatal No. of injuries No.

5

Figure 3: 0 Casualties by Year Year Year Year Year Year Year Year Year Year Year gender for the 800 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 years 2008 to 2012 700 Years 600 Figure 2: 1800 500 Number of 1600 fatalities 400 and injuries 1400 over the past 300 decade 1200 No. of Casualties No. 1000 200

800 Fatalities 100 and

No. of injuries No. Injuries 600 0

400 Male Male Male Male Male

200 Female Female Female Female Female Fatal 2008 2009 2010 2011 2012 0 Year Year Year Year Year Year Year Year Year Year Year Grevious Year 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 Slight Years

. It should be pointed out that the actual numbers of deaths in Malta are small and therefore percentage-wise subject The percentage of male casualties in the past (5) years was of 58.7% as opposed to to substantial annual fluctuations. . Speeding the 41.3% of female casualties. The percentage of male fatalities was of 76.6%, while the percentage of female fatalities was 23.4%. As illustrated in Figure 3, the year . As illustrated in Figure 1 in the last (10) years the number of fatalities has not shown a marked increase. Year 2012 . Drinking and driving recorded the least number of fatalities, while year 2009 recorded the highest number of fatalities. 2012 recorded the highest number of male casualties, while the highest number of female casualties was recorded in 2011. This data shows that males are more prone . Road safety awareness . Although the number of fatalities has remained relatively constant throughout the years, Figure 2 shows that to road injuries/fatalities than females. This may be a direct result of differences in collisions with injuries have experienced a substantial increase in the years 2011 and 2012. personalities/attitudes of males in comparison to females, related to: 18 19

TRAFFIC CASUALTIES AMONGST DIFFERENT AGE GROUPS (NSO)

Table 3: Year 2008 Year 2009 Year 2010 Year 2011 Year 2012 Table 4: Year 2008 Year 2009 Year 2010 Year 2011 2012 ‘Slight’ road 0 to 14 43 52 46 53 104 0 to 14 12 10 14 11 20 ‘Grievous’ road injuries by age 15 to 24 228 225 190 302 305 injuries by age 15 to 24 57 51 56 58 68 group between group for the years 2008 and 25 to 39 78 51 66 61 71 25 to 39 300 227 278 389 391 years 2008 to 2012 40 to 59 214 220 219 323 336 2012 40 to 59 59 45 49 51 71 60+ 105 103 97 249 151 60+ 33 39 25 54 69 Age unknown 19 22 23 9 3 Age unknown 9 3 1 0 1

Figure 4: Figure 5:

Percentage of Percentage of ‘Slight’ road ‘Grievous’ road injuries by age injuries by age group for the group for the years 2008 to years 2008 to 2012 2012 1% 6% 1% 6% 14% 19%

24% 24%

25%

23%

0 to 14 0 to 14

15 to 24 15 to 24

25 to 39 25 to 39

40 to 59 30% 40 to 59 27%

60+ 60+

Age unknown Age unknown 20 21

TRAFFIC CASUALTIES BY DAYS OF THE WEEK (NSO)

Table 5: Year 2008 Year 2009 Year 2010 Year 2011 Year 2012 Table 6: 2008 2009 2010 2011 2012 Total

‘Fatal’ road 0 to 14 1 1 1 0 0 Total number of Monday 183 135 135 240 233 926 traffic accidents 15 to 24 3 4 4 2 2 road casualties by Tuesday 161 122 147 196 207 833 by age group for days of the week the years 2008 25 to 39 5 4 6 7 1 between years Wednesday 143 156 132 195 236 862 to 2012 40 to 59 3 7 1 1 1 2008 and 2012 Thursday 162 158 148 239 213 920 60+ 3 5 3 7 5 Friday 156 149 151 239 211 906 Age unknown 0 0 0 0 0 Saturday 188 167 177 224 239 995 Sunday 179 182 189 244 260 1054

Figure 6: Figure 7:

Percentage of Total number of ‘Fatalities’ by age road casualties group for years by days of the 2008 to 2012 1% 6% week between years 2008 and 14% 2012 Sunday

Saturday 24% Friday

Thursday

Wednesday 25% Tuesday

Monday 0 to 14

15 to 24 0 200 400 600 800 1000 1200

25 to 39 40 to 59 30% 60+

Age unknown

As illustrated in Figures 4-6 above, the majority of casualties were in the ‘25 to 39’ age bracket. The lowest number of As illustrated above the highest number of road casualties in the past (5) years was recorded on Saturday and Sunday. casualties was in the ‘0 to 14’ age bracket. Similarly the highest number of fatalities was recorded in the ’25 to 39’ age This may be attributed to the fact that during the weekend there is a higher risk of ‘drinking and driving’ and ‘over bracket, while the lowest number of fatalities was recorded in the ‘0 to 14’ age bracket. speeding’. 22 23

ROAD CASUALTIES BY VEHICLE TYPE (NSO) GEOGRAPHIC DISTRIBUTION OF ROAD CASUALTIES IN MALTA & GOZO (NSO)

Table 7: % of Total Road Table 8: Year 2008 Year 2009 Year 2010 Year 2011 Year 2012 2008 2009 2010 2011 2012 Total Casualties Road casualties Geographic Southern Harbour 259 235 249 336 377 by vehicle type Motorcycles 143 145 120 222 232 862 13.3% distribution of Northern Harbour 378 305 254 447 471 between years road casualties Passenger cars 912 808 853 1189 1179 4941 76.1% 2008 and 2012 between years South Eastern 116 117 126 216 155 Coaches and 2.2% 2008 and 2012 Western 115 121 129 206 200 18 22 13 34 60 147 Northern 239 214 247 287 307 8.1% Goods vehicles 99 94 93 132 107 525 Gozo & Comino 65 77 74 85 89 Unknown 0 0 0 0 21 21 0.3%

Figure 8: Figure 9:

Percentage of Percentage casualties by type Distribution of o 2012 1% Road Traffic 6% 8% 13% Casualties Figure 8 above 2% 22%

20%

12% Southern Harbour

Motocycles Nothern Harbobur

Passenger Cars South Eastern 29% Coaches & Buses Western 11% Goods Vehicles 76% Northern

unknown Gozo & Comino

shows that in the past (5) years 76% of the traffic casualties involved passenger cars, followed by motorcycles at 13%. One needs to take into perspective that as at December 2012, 79.4% of the total licensed vehicles in Malta and Gozo were passenger cars (NSO, Q4/2012). 24 25

THE EUROPEAN SCENARIO

Figure 10: Figure 11: (6.3%) EU-27 Top (ten) (5.9%) EU-27, Persons Romania localities for killed in road Greece Traffic Accidents Marsa (4.9%) accidents/100,000 in the year 2012 inhabitants, Bulgaria (NSO) Msida (4.3%) (Energy Transport Poland St. Paul’s Bay (4.1%) and Environment Indictors 2012 Latvia (3.8%) Edition, Eurostat) Lithuania (3.7%) Portugal Paola (3.7%) Czech Republic St. Julian’s (3.5%) Cyprus Naxxar (3.2%) Belgium Hungary 0 100 200 300 400 500 600 700 800 900 1000 Slovakia Italy Slovenia Austria Luxembourg France Estonia Spain Finland Ireland Denmark Germany Malta Netherlands 2005 Sweden 2010 0 5 10 15 20 25

The number of road deaths per 100,000 inhabitants favourably compares with other EU countries.

Over the last decade, despite a 20% increase in the number of registered motor vehicles and higher usage levels, the total number of road accidents has remained at a fairly constant baseline of around 14,500 per year. This probably is a direct result of a number of new legal provisions concerning the roads, drivers and vehicles such as legislation as a result of accession to the European Union on the wearing of seat belts and child restraint devices, vehicle roadworthiness testing, vehicle type-approval standards, driver testing and training and carriage of dangerous goods and also physical, educational and enforcement measures which resulted in better road infrastructure, increased road safety awareness and more effective enforcement of traffic regulations. This strategy document sets out a (10) year direction for a safer land transport system and it focuses on the main areas where there is evidence that a sustained and coordinated effort leads to considerable gains and where measures may be implemented which give long-term improvement with the aim of achieving a 50% reduction in fatalities, 30% in grievous injuries and 20% in slight injuries by 2020. 26 27

European Decade Of Action 1. The reduction of the number of fatalities and injuries The 4Is Road Safety System Approach Shared Responsibility For Road Safety 2. Special focus on improving road safety on the arterial and distributor road network There are a number of guiding principles to this approach: The individual drivers are expected and are obliged to 3. Special focus on young drivers and motorcyclists be responsible for adhering to the traffic regulations and In March 2010, the United Nations General Assembly 4. Addressing illegal road user behaviours including 1. People make mistakes and will continue to make rules and in behaving in a safe and appropriate manner on unanimously adopted a resolution proclaiming 2011 to drink and drug driving, overspeeding and careless mistakes and the transport system must be designed the road. However road safety is a shared responsibility 2020 as the Decade of Action for Road Safety. The goal driving to accommodate these mistakes where an accident that requires national and local government entities, as of the Decade is to stabilize and then reduce the forecast 5. Improving our understanding on how to design safer should not result in fatalities or grievous injuries as well as the private sector and members of the public, to level of road fatalities worldwide by 2020 by increasing roads. a consequence of mistakes on the roads (Australian work in close cooperation to make our roads, vehicles and road safety activities at national, regional and global Transport Council, 2011). drivers safer. For this reason, it is being proposed that a levels (WHO, 2010). The challenges outlined seek to consider road users, 2. The physical limitations of humans are to be National Road Safety Advisory Council will be established

vehicles and roads together taking into account the understood in respect of the amount of impact comprising representatives from the key Government The resolution invites all member states to set their own sensitive nature of each when operating together within which our bodies can withstand before injury occurs entities, NGOs and private sector which have a stake road safety measures and actions especially in the areas their limitations. (Australian Transport Council, 2011). holding in road safety. of road safety management, road infrastructure, vehicle 3. Forgiving Roads where the impacts of a collision safety, road user behavior, road safety education and do not exceed the limits of human tolerance. Road post-accident response. These objectives are supported design is to be managed such that the human body by the Global Plan for the Decade of Action for Road The Way Forward is not exposed to impacts beyond physical tolerance Safety 2011-2020 which provides a framework for an (Australian Transport Council, 2011). implementation strategy based on safety principles This strategy embraces the basic concepts of Safety (WHO, 2010). Through Engineering (Inginerija), Enforcement (Infurzar), Vehicles (Ingenji) and Education (Istruzzjoni) which will be the guiding principles throughout this document and which will be referred to thereon as the 4Is Approach. To Background For The Strategy achieve the target of 50% reduction in fatalities, 30% in grievous injuries and 20% in slight injuries by 2020 a range The Key Target Areas Of This Strategy The main concern of this strategy is to improve road of strategic interventions and government commitments to this strategy are required to realize the target of this safety. The measures included in the strategy will As indicated previously, this strategy is based on four target areas which will each be discussed in more detail in the vision. inevitably impact on other policies such as policies following chapters of this document. The target areas are as follows (WHO, 2010): improving health, sustainability and climate changes, environment, local government reforms and economic Death and serious injuries should not be considered as an inevitable cost for travelling by road. Road accidents ENGINEERING growth. Travel choices have profound social and personal The roads and the sides of the roads are designed and maintained to reduce the risk of impacts on wellbeing, health and the environment. Whilst will continue to occur on the roads because humans will collisions and to reduce the severity of a collision when such occurs. Through good design, Safer Roads the strategy is to be assessed in the way it impacts these always make mistakes no matter how well instructed and safer roads encourage the correct use of the road and encourage safe behavior of road users. areas and the different sectors of society, the road safety informed they may be, however we do not have to accept measures proposed must be proportionate in relation to a transportation system that allows people to be killed or Posted speed limits are to ensure that collision impacts are within human tolerance and their potential economic and regulatory impacts. severely injured. that all road users adhere to the posted speed limits. Safer Speeds Establishing a sound evidence framework as a basis for this Through the process of educating road users and the To be addressed as an effective measure to motivate road users to improve their road user strategy was a crucial element in identifying the key road ENFORCEMENT safety challenges to be addressed. In the development enforcing of road rules to encourage safe behavior, the behavior of this strategy, the detailed analysis of the statistics, past 4Is approach will demand a more holistic approach VEHICLES experience, sound academic backgrounds and previous to addressing the road safety challenges on the road Vehicles which offer the maximum possible protection to occupants and simplify the task of driving. research projects played a major role in outlining the way network. Hence the speeds at which we travel, the safety Safer Vehicles forward. of the vehicle we use and the level of protection of the EDUCATION roads are to be combined and managed to ensure that Promote safe road user behavior through road safety education and skills including the when collisions occur these do not result in fatalities or driver licensing, enforcement and penalties. Safer Road Users The Challenges To Improve Road Safety grievous injuries. The attainment of the 50% reduction in fatalities, 30% The analysis of the statistical data for Malta and reduction in grievous injuries and 20% reduction in slight The strategy actions will be developed further through this document and will be classified into short-medium and long- international good practice guides led to the identification injuries by 2020 will entail a concerted effort to improve term actions. The short-term strategy actions represent the specific commitments to action in the early years of the of the following major key challenges which this strategy the quality of the roads, to have safer vehicles, to improve strategy. The medium and long-term initiatives will represent measures which will entail more complex interventions will aim to address: compliance with legislation and road rules and to promote which would necessitate wider discussions with stakeholders. a road safety culture at all levels of society. 28 29

SECTION 2 INVESTIGATING COLLISIONS AND CASUALTIES

A large amount of road collision data is being collected by the police and is being analyzed by Transport Malta. However there is still not enough information regarding the accident causation itself and the purpose of the journey which was being made.

Safety Performance Indicators patronage and number and classes of registered vehicles. Such decisions may pose challenges to the policy makers The success of this strategy will be measured by the which might lead to adjustments in the way the strategy actual reduction in the number of injuries and fatalities is implemented. Such decisions may pose challenges to on the roads through the monitoring of identified and the policy makers which might lead to adjustments in the established measurable road safety indicators. These way the strategy is implemented. indicators will be used to monitor the progress and effectiveness of this strategy towards the 50% reduction What were the important road safety initiatives over the in fatalities, 30% reduction in grievous injuries and 20% past years? reduction in slight injuries by 2020. The indicators will be: Malta has a good record in road safety and this was a result of various measures which were introduced including • Number of fatalities/grievous injuries resulting from front and rear use of seat belts, introduction of speed road accidents cameras, introduction of vehicle activated speed signs, • Number of road accidents resulting in fatalities/ breath-testing, improved driving test and the introduction grievous injuries of a theory test, the introduction of a comprehensive • Number of fatalities/grievous injuries per 10,000 speed management policy and continuous road safety licensed vehicles • Number of fatalities/grievous injuries per million skills training in schools. population • Number of fatalities per billion vehicle kilometers driven • Compliance rate of wearing of seat belt and use of child restraint devices • Compliance rate with speed limits • Compliance rate with wearing of motor cycle helmets

Strategy Discussion

Over the past years, Malta has not seen a reduction in traffic fatalities in spite of the road safety measures which were undertaken. Why is this?

Malta already has a very good road fatality record and it is always more challenging to improve on an already good system. In 2012 there was a huge percentage reduction but small numbers have high statistical variation. The European Union (EU) statistics for road fatalities per million inhabitants for the year 2010 ranks Malta at 4th place which is a very good result (Eurostat 2010).

During the ten year life span of this strategy, decisions may be taken which would have an impact on the strategy itself. Have these been considered?

It is highly probable that future national policy decisions in transport and other areas over the life span of this strategy could have an impact on the strategy itself. Factors may include the future level road infrastructure investment, changes in vehicle and enforcement technology, modal shift from the private car, use of public transport, fuel prices, travel modes of commuters, public transport 30 31

Strategy Objectives Current System Of Road Accident insurance company records which would be in a position Urban Safety Management Reporting By The Police to provide details such as location of the accidents, time, Objective 1: road and weather conditions, damages to the vehicles, The Urban Safety Management approach addresses an journey purpose and possibly other contributory factors To optimize the use of available accident statistics and Data is collected through the Police Accident area-wide problem to prioritize road safety solutions . resulting from the insurance processes and reportings. data to assess problems on the road network Report Sheet designed by Transport Malta to meet based on: EU operational requirements of the Community Road Objective 2: Accident Database (CARE). To improve the accident reporting system Exposure To Risk . Accident details are then compiled in a database by Objective 3: the police and issued in a monthly report. The assessment of how people are likely to be involved in To address the circumstances which contribute to road . This report is forwarded on a monthly basis to NSO a collision is the Risk Exposure and this is based on the accidents through research in road user behavior and and the Authority for Transport in Malta. levels of road use (Welsh Assembly Government, 2003). road infrastructure Road Accidents and Injuries should be expressed as a rate per kilometer or per hour travelled for different groups of Objective 4: Location Identification people. There is no risk exposure information currently To measure risk exposure by relating road accidents to published for pedestrians, cyclists and motorcyclists and accident statistics. The main problem of data collection is identifying and there is generally a lack of travel data for these transport describing the exact accident location. This problem may modes. To enable the measurement of risk exposure, a be improved using handheld data collection devices with complete assessment of progress towards injury targets photograph and GPS coordinate taking facilities. is to be made since otherwise a reduction in the total number of casualties could simply be attained by reducing these modes of transport (Welsh Assembly Government, • The identification of roads to be assessed Lack Of Information Concerning 2003). • Examining the requirements of all classes of road Causation Of Accidents users with special attention to vulnerable road users • Consultations with local councils to identify problems Although the causation of accidents is an important Collision And Casualty Reduction Studies • Determining the function of each road to design feature of accident investigation, the current Police a tailor-made solution for the specific scenario and Accident Report Sheet provides few details of the actual A study of road collisions and injuries requires the use requirements cause of the accidents. of published statistics and accident data to identify • Integration of road safety objections with clusters of collisions on the road network where there is environmental and engineering initiatives the tendency for a common cause of a specific accident • Monitoring progress through agreed indicators. Reporting Of Collisions type (Welsh Assembly Government, 2003). Generally these accident clusters tend to form at road junctions or Not all the road accidents which occur are reported by the bends. Various road engineering interventions have been police and hence such do not appear on official statistics. implemented by Transport Malta at such cluster sites and Good Practice Urban Safety Management Such accidents are those which result in damages only to hence it is now becoming more difficult to identify single- Scheme the motor vehicles involved where nobody is physically site clusters and a large number of collisions are spread injured, whiplash injuries which may only become evident across the network and it is hence difficult to identify Gloucester ‘Safer City’ was the pilot project that tried after the reporting period of the collision has elapsed and patterns. In Malta, road collisions involving cyclists and out the theory of Urban Safety Management. During a injury collisions with cyclists and pedestrians especially pedestrians do not tend to form clusters. period of five years, a scheme of road safety measures on off-road routes. Also we have serious limitations was implemented across the whole of the Gloucester related to the lengthy time of magisterial inquiry and Urban Area and included gateways, antiskid surfaces, the situation where we are not being allowed access to speed cameras, provision for cyclists, speed cushions and the court ‘process verbale’. As a result of this we do not education and training measures. have traffic accident information related to the wearing of seatbelts, drink driving, drug driving and fatigue. The results of the programme were a reduction of killed and seriously injured (KSI) by 38%. Adult pedestrian Damage-only collisions are important to enable a injuries were reduced by 22% and child pedestrian injuries comprehensive overview of the risks involved in a collision. were reduced by 13%. In most cases, it is only through chance that physical injury has been avoided and such might not be the case in future Source: Welsh Assembly Government, 2003. accidents of the same type and at the same location. A potential source of data for damage-only accidents is 32 33

Table 9: Supporting Timescale Strategy Strategy Action Lead Authority Department/ Route Safety Management S M L Action Plan for Authority The Route Safety Management principle investigates the Safety Scheme Assessment accident and injury record over a whole route where road Equip Police with GPS enabled hand- length, traffic flow and the requirements of pedestrians held data capture devices for logging Police Transport Malta * and cyclists are also taken into consideration. With this road traffic injury accidents approach it is possible to compare accidents and injury rates on different routes and it is also possible to establish Improve access to information on the a ranking list based on the following principles: cause of road traffic injury accidents should be provided transport Transport Malta * • Defining the hierarchy of the route itself planners and policy makers for future accident prevention • Implementation of the correct posted speed limits Explore the possibility of collecting • Encourage safe journeys. collision information from insurance Transport Malta * companies The focus for Route Safety Management is the emphasis of providing the driver with appropriate and consistent information through advance and information To base Safety Scheme Assessment signs, road markings, lighting levels, changes to road Criteria on local priorities and consul- Transport Malta * alignment, gateways, provision of pedestrian crossings, tation with the local councils use of anti-skid surfaces, Vehicle Activated Sigs and/or Speed Cameras. Address community concerns through Transport Malta * Local Road Safety Forums

Investigate alternative ways, through Safety Scheme Assessment the use of technology, to obtain real- Transport Malta * time traffic information Roads are sometimes perceived to be dangerous even where there is not actual collision data to substantiate such perceptions (Welsh Assembly Government, 2003). The Studies are to be furthered to develop lack of recorded accident data is not necessarily evidence and integrated Geographical Informa- that a road is safe (Welsh Assembly Government, 2003). tion System mapping and database system to display all the necessary Transport Malta * Safety Schemes have long been assessed and prioritized road safety information such as ac- based on recorded road traffic collision data however, to cident data and other traffic and address perceived fears and thus promote walking and transportation data. cycling, the assessment criteria for Safety Schemes have been broadened to include considerations of pedestrian and cyclist activities, traffic flows, the hierarchy of the The quality of the accident data will road, the percentage of heavy goods vehicles using be improved and we will seek to ex- the road, proximity to schools and shops, the need for pand existing data sources to develop Transport Malta Malta Police * pedestrian crossing facilities and the measured speeds further our understanding of road (Welsh Assembly Government, 2003). safety problems and trends.

To enact legislation which will prohibit the passage of heavy vehicles used for the carriage of other vehicles and/ or equipment and/or any boats, and Transport Malta * learner drivers from using the arterial and distributor road network from Monday to Saturday (Except Public Holidays) during peak traffic hours, 34 35 SECTION 3 SAFER ROADS THROUGH ENGINEERING

Road safety upgrading is carried out in two different ways through infrastructure investment hence through:

• Investment in upgrading of existing links and junctions and the treatment of accident black spots and • Investment in new road construction works and major upgrading projects.

Compared with many other countries, Malta has a relatively small road network serving a very dense population. 36 37

A) INVESTMENT IN UPGRADING OF EXISTING LINKS AND JUNCTIONS AND THE TREATMENT OF ACCIDENT BLACK SPOTS

Strategy Objectives Road Safety Inspections Road Markings and Road Signs Objective 1: Road Safety Inspections are now a mandatory measure Establish a structured maintenance programme to be carried out on TEN-T roads in all European Union Road markings are one of the most basic safety measures countries. Road Safety Inspections are designed to which ensure that vehicle drivers drive in the correct lane Objective 2: identify all defects on TEN-T roads likely to cause danger and on the correct side of the road and that they correctly All new roads and upgrades are to be designed accord- or serious inconvenience to users. Such defects include position their vehicles at a junction. Poor visibility of road ing to the 4Is of this strategy. those that require urgent attention as well as those where markings results in a high risk factor by impairing the the locations and sizes are such that longer periods driver’s visibility and positioning of the vehicle leading to Objective 3: of response are appropriate. Transport Malta started increased shunt and head-on crashes between vehicles. A reduction in collisions due to run-off road, head-on carrying out road Safety Inspections in line with the and collisions at intersections. provisions of Directive 2008/96/EC in 2011 Road signs are an essential tool for road safety. Signs give commands, warning, advice and direction to vehicle Objective 4: drivers and other road users. It is important that a road To assess the risks on the road network and focus road Road Maintenance sign attracts the attention of the driver however attention investment programmes to address such needs to be given to the amount of signs on the road One of the most under-estimated contributors to road which may distract the driver. The driver would be taking safety is the significant annual investment in maintenance his eyes off the road and losing concentration. First Year Rate Of Return of the road network which operations range from regular road safety checks to identify hazards to substantial re- The proliferation of signs results in a reduction of the The approach adopted to estimate the economic benefits surfacing and major patching schemes (Mannering et al, effectiveness of the signs whereby the vehicle driver of safety measures is based on the human capital method 2008). Other lower level activities such as road marking becomes overloaded with information and nurtures of valuing human life. This technique treats an individual refreshing, the cleaning of road signs, tree pruning and excessive familiarity (Welsh Assembly Government, 2003). as a productive entity. Its application to transport safety the cleaning of culverts are not carried out in a timely involves estimating the victim’s earning profile from the manner, the roads may instantly become more hazardous time of premature death to the end of their expected (Mannering et al, 2008). Hence it is important that lifetime (Australian Transport Council, 2011). maintenance activities are carried out according to best practice standards This system is based on ensuring that value for money is achieved in all the safety schemes where, in addition to a reduction in accidents, the cost of the scheme is recouped within the first year of implementation of the Black Spot Treatment scheme through the reduction in accidents. Although Black Spot Treatment is very effective at The table below illustrates the estimate of statistical life of addressing problems at specific sites with a concentrated ‘fatalities’, ‘severe Injuries’ and ‘slight Injuries’ taken from accident frequency and occurrence, the reality is that the ‘Guidance Manual for Cost Benefit Analysis (CBAs) the majority of collision sites are scattered on the road Appraisal in Malta’, May 2013. network (Sprassas et al, 2011). A wider and more strategic approach to reducing road accidents on the network can be achieved by treating high-risk sections (Sprassas et al, 2011). These would include lengths of road that have a history of accidents involving fatal and grievous Table 10: injuries or which have been identified as being high-risk Country Fatality Severe Injury Slight Injury through the Road Safety Inspection Process (Sprassas Value of Statistical Malta (€2002 prices) 1,205,573 153,918 11,442 et al, 2011). The ultimate aim is to improve the road safety performance of the network over time through the life (€2002, factor prices) researched implementation of effective and appropriate measures.

The expected life span of road infrastructure is twenty- five years, hence the investments in road safety, will not The value of statistical life reflects the aggregation of individuals’ willingness to pay for fatal risk reduction and therefore only save lives during the next ten years but will continue the economic value to society to reduce the statistical incidence of premature death, severe injury and slight Injury by to save lives and reduce the severity of accidents well one. beyond the life of this strategy document. 38 39

B) INVESTMENT IN NEW ROAD CONSTRUCTION WORKS AND MAJOR UPGRADING PROJECTS

Vehicle Speeds and the Function Signs shall be permitted: 10, 20, 30, 40, 50, 60, 70 • Hold information session for media in order to discuss Land Use Planning of the Road and 80km/h and explain speed policies initiatives and measures • The list of posted speed limits and any subsequent (i.e. national speed limits, the setting of local speed The 4Is Road safety System Approach requires a holistic changes to Posted Speed limits shall be discussed limits, use of variable message signs, traffic calming treatment of the road transport system. Expensive treat- between Transport Malta, Police and the relevant and other engineering measures, speed enforcement ments may be avoided by taking into close consideration The function of a road is a primary consideration when through fixed and mobile cameras) designing a road and identifying infrastructure treatment Local Council/s (lower category roads 30km/h home the road safety implications of land-use planning decisions. (Australian Transport Council, 2011). The functions zones) and the decision shall be published • Appoint media experts to plan a long-term of different roads differ and hence such should be • Transport Malta maintains database and programme of media campaigns relating to speed The introduction of new developments, whether designed to be understood by the road users. Arterial certifies that speed limit decision has been correctly management and other road safety issues commercial or residential, may create a negative and distributor roads operate at higher speeds while signposted • Set up the administrative and accreditation impact on the adjoining roads from both an access and residential roads operate in a completely different speed • Transport Malta should undertake periodic monitoring framework for mobile cameras a safety aspect (Environmental Services Department environment. Infrastructure interventions are determined of speed compliance with Posted Speed Limits and • Carry out further studies on the potential of using Wigan Council, 2006). Planning applications are to be by the functions of the road. For example, on high speed continuous monitoring of road traffic accidents on Average Speed Cameras on long stretches of road assessed in respect of its impact on the road network roads, pedestrians are separated from vehicular traffic all stretches of road using a Geographical Information with few intersections (2-5km) such as Coast Road and, where necessary, ensure a contribution from the whilst in residential roads, where limited vehicle speeds System and Burmarrad Road developer to carry out improvements on the network, when necessary, to mitigate the negative impacts of the are required, pedestrians benefit from lower travelling • Replace all national speed limit signs with posted • Transport Malta to formally permit the deployment of speeds through physical measures and lower speed limits. proposed development. Such improvements may include speed limits displaying the actual maximum speed as ‘dummy’ speed cameras in approved locations re-alignment of the road, traffic calming measures, traffic a number Speed Policy Recommendations (Speed Management • Transport Malta to formally adopt the speed camera signal junctions, pelican and/or zebra crossings. on Maltese Roads Policy and Technical Guidance Manual, • In speed transition zones use only ‘Reduce Speed site selection criteria and assessment framework 2012) Now’ signs in combination with triangular warning contained in Annex 1 signs and the actual posted speed limit at location • Formally adopt the 10% tolerance for speed Road Safety Assessments and Audits where the speed limit actually applies • Introduce the category classifications of ‘Rural and enforcement using cameras nationwide Urban Roads with Linking Function’ and TEN-T roads • Introduce Vehicle Actuated Signs (fixed and mobile) • Amendment to the agreement with the Local Road Safety Assessments and Audits are an important at key locations for example before or after existing Councils’ Association to stipulate that Transport procedure for identifying unsafe features during the • Examine the reclassification of certain arterial and fixed speed cameras as an information / educational planning and design of a project on the TEN-T network. distributor roads to better reflect current flow and Malta (in agreement with the Police) shall determine measure and as a counter measure to the kangaroo the site for the installation, operation and/or removal Through the process of the systematic Safety Audit trail, all distribution functions to facilitate clearer application effect’, on approaches where local speed reduction aspects of road safety are given full consideration through of speed limit principles of fixed and mobile speed cameras, based on is required before sharp bends, pedestrian crossings objective reasoning the life of the scheme. This ensures that accidents can be • The boundary defining a “built-up area” shall be etc. Installation should be accompanied by prevented from occurring and the safety requirements of • Assess technical feasibility through the VERA system determined on a case-by-case basis taking into con appropriate public awareness campaigns on the all road users can be included in the schemes from the for the correct fine to be applied to Heavy vehicles sideration the number of dwellings with direct access purpose and road design stages. to the road, type and function of road and other safety benefits of VAS. • A third tier of speed fines should be introduced into the law for drivers travelling 30km/h over the posted safety considerations • Audit road markings and traffic management and speed limit with a pecuniary fine of not less than Separation of Road Carriageways • Each ‘built-up area’ is appropriately signposted on all calming measures to verify compliance with €500 entry points government standards Over the past years, there have been a number of road • Examine the technical feasibility of extending the • The following categories of vehicles are prohibited • Introduce greater accountability amongst other traffic accidents involving head-on collisions with other driving license penalty that is currently from using roads on Arterial roads: horse drawn vehicles, entities responsible for undertaking road markings vehicles, street furniture or trees resulting in death or applicable to new drivers with probationary driving heavy vehicles which have manufactured design and constructing traffic control measures. All works serious injury. Head-on collisions can occur due to poor licenses, to cover drivers with standard licenses speeds of less than 30km/h. should be signed off by a warranted Architect and decisions or by straying onto the centerline due to driver inattention, fatigue or vehicle loss of control. • Prohibit the use of certain industrial, plant or Civil Engineer in the form of a completion certificate. • Discuss new contracting procedures with Local Council Association for camera service provision to agricultural vehicles such as Fork lift trucks and JCBs • Discuss with education authorities the feasibility be based on fixed annual fee rather than fee per fine In Malta, a number of serious head-on collisions have on Arterial and Distributor roads of establishing Road Safety as part of the national payment received occurred over the years on dual carriageway roads which • Better enforcement of the use of the overtaking lane learning curriculum were originally constructed many years ago with narrow • Improve data collection of road traffic accidents on certain dual carriageway roads • Invest further in road safety educational material and carriageways and central reservation widths. These through the use of handheld data capture devices • Better promotion and education of the different tools central reservations are often lacking the appropriate with the facility for logging coordinates of the road type of median barrier. Possible improvements include: national speed limits applied to different vehicle types • Introduce continued ability test for existing Driving traffic accident using GPS and continued development within and outside built-up areas Instructors of Transport Malta’s road accident GIS database . Tactile line treatments parallel to central strip • Transport Malta retains regulatory competence for • Establish and pilot a safe driving course model for • Transport Malta to discuss with the Police and . Swedish ‘2+1’ carriageway determining the Posted Speed Limits on all categories Government employees with transferability potential respective Local Councils the monitored performance of road to private sector of the listed fixed speed cameras after three years of • Only the following rounded Posted Speed Limits • Carry out pilot study into new driver accompaniment operation 40 41

Intelligent Traffic Management Systems 2008). Treatment may include: Table 11: Supporting Timescale - Wire rope/crash barriers in the median and on the (ITMS) Strategy Action Strategy Action Lead Authority Department/ side of the road (Lester et al, 2008) S M L Plan for Safer Authority - Separation of opposing traffic through wider medians Roads There has been a rapid and consistent increase in the Plan to complete an average of five safety (Lester et al, 2008). Transport Malta Local Councils * deployment of ITMS technology to assist in traffic schemes every year operations, management and control. Advances in ITMS systems have turned CCTV remote monitoring, real-time Intersection Collisions can be reduced by: Undertake a sample survey to determine optimization of traffic signals, real-time driver information Transport Malta * - Introduction of roundabouts to reduce approach the performance of road markings on Variable Message Signs and other technology based vehicle speeds (Mannering et al, 2008). integrated solutions into effective and efficient tools to Undertake a review of existing signage on enhance mobility and improve road safety. Real-time - Raised platforms (Mannering et al, 2008). Transport Malta * the arterial and distributor road network monitoring of the existing traffic scenario is important - Traffic separation through the use of improved lane because it enables timely action to be taken to manage marking, traffic islands and separate left-turn lanes Kummissjoni congestions or incidents which, if left unattended, may (Mannering et al, 2008). Address road safety issues for vulnerable Nazzjonali Transport Malta * result in secondary collisions many of which might be - Reduction of speed limit on the approach road users Persuni more serious than the original incident. b’Disabbilta’ - Appropriate provision for pedestrians Address safety on arterial and distributor Facts about the Road Scenario roads by prioritizing through historical Transport Malta Malta Police * accident records - The majority of fatalities and grievous injuries result from accidents occurring on the arterial and Implement the Road Safety Auditing and Road Safety Inspection programmes as Transport Malta * distributor road network per EU Directive requirements - There are many uncontrolled accesses to the arterial and distributor higher-speed road network Clear road maintenance backlogs on arte- Transport Malta * - A low percentage of the network has median barriers rial and distributor roads - Tactile line treatments are not used on road central strips and hard shoulders. Implement innovative infrastructure safety treatments where feasible and cost- Transport Malta * Improvements to the infrastructure can have a effective major accident reduction and, in many cases, these interventions are relatively low-cost and can provide Implement infrastructure measures to a benefit to the community. Examples of treatments separate cyclists and motor-vehicles Transport Malta * significant accident reduction are roundabouts, adding a where this is possible left-turn lane at an intersection and installation of crash barriers (Mannering et al, 2008). Introduce motorcycle black spot Transport Malta * programmes Run-Off Road Collisions can be prevented or their sever- Implement Intelligent Traffic Management ity reduced by: Systems on the arterial and distributor * - Infrastructure treatments including crash barriers, road network tactile edge lines and relocation of roadside hazards and objects (Mannering et al, 2008) - Establishing posted speed limits according to the methodology outlined in the Speed Management Monitoring Progress Policy - Management of road maintenance programmes Progress will be monitored and assessed through a comparison of including tree and vegetation pruning (Mannering et al, 2008). • Number of fatalities and injuries from head-on collisions • Number of fatalities and injuries from single vehicle collisions Head-on Collisions can occur due to poor overtaking • Number of fatalities and injuries from intersection collisions decisions or by straying onto the centerline due to driver inattention, fatigue or vehicle loss of control (Lester et al, • Number of fatalities and injuries from collisions occurring on arterial, distributor and local roads 42 43

SECTION 4 SAFER SPEEDS THROUGH ENGINEERING

Speed is generally a main contributing factor to a large proportion of fatal and grievous injuries resulting from road accidents (Lester, 2008). Speed itself contributes to the resulting severity of most accidents irrespective of the cause of the accident itself (Lester, 2008). The problem of speeding is partially a road user behavior issue where vehicle drivers choose to drive at illegal or inappropriate speeds (Lester, 2008).

One of the most frequent complaints from road users is that speed limits are not always consistent from one road section to the next and hence this has the potential to lead to a lack of understanding of the posted speed limits with the result that such may be ignored by the road user (Lester, 2008). The Speed Management Policy for Malta was prepared with one of its aims being to ensure that appropriate posted speed limits are applied and to ensure consistency throughout the road network. Such Transport Malta policy delved in great detail into the methodologies to be adopted to reach these aims. 44 45

Strategy Objectives Facts about Accident Risks Figure 12: 50% Relationship Objective 1: The likelihood of being involved in a road accidents involving between change 40% fatalities and/or grievous injuries increases even with a To reduce speed related accidents especially those in mean speed and involving fatalities and grievous injuries minor increase in speed (Nilsson, 2004). Internationally crashes, (Nilsson, 30% accepted research has established a relationship between 2004) Objective 2: changes in 50th percentile speed and the result of a road 20% To make the road environment safer thus promoting collision (Nilsson, 2004). As shown in the figure below, a 10% other modes of transport, such as walking and cycling 5% increase in speed results in a 15% in grievous injuries and a 22% increase in fatalities. Also, for a 5% reduction in the 0% Objective 3: 50th% speed there are about 15% less grievous accidents To make speeding a socially unacceptable behavior and 20% less fatalities. -10% and to achieve a substantial improvement in compli- -20% ance with posted speed limits -30% Objective 4: To ensure that speed limits reflect a balance between -40% safety and travel objectives Deaths -50% Serious Injuries -10% -8% -6% -4% -2% 0% 2% 4% 6% 8% 10% Other Injuries

Chances of Surviving an Accident

The chances of surviving an accident decrease substantially above certain impact speeds depending on the nature of the collision (Austroads, 2005):

• Car colliding with a pedestrian: 30km/h • Car colliding with a motorcyclist: 30km/h • Car colliding with a tree or pole: 40km/h • Car colliding with another car (side impact): 50km/h • Car colliding with another car (head-on): 70km/h.

Figure 13:

Survivable impact car/pedestrian speeds for different crash car/motorcyclist scenarios, (Austroads, car/tree or pole 2005) car/car (side impact) Type of collision Type car/car (head-on)

0 10 20 30 40 50 60 70 80

Impact speed (km/h) 46 47

Adherence to Posted Speed Limits Community Acceptance Case Study 2: Gateways

When posted speed limits are not adhered to such results The community at large understands that speed is an Location Sanquhar in a large amount of grievous injuries (Nilsson, 2004). inevitable consideration of any road safety strategy, however there tends to be reluctance by a minor sector to Site Large Village on main road Speeding up to 15km/h over the speed limit contributes accept the concept that lower speed limits are necessary Problem Local concern about speeding in area to a large number of grievous injuries (Nilsson, 2004). to improve road safety. Cyclists and pedestrians support of pedestrian activity connected with Whilst speeding in this range does not pose the same lower speed limits because they understand the risks school risk as for higher speeds, however, such behavior is more involved when sharing the road space with motor vehicles common with drivers (Nilsson, 2004). and are also aware that their road use experience would Aims To reduce accidents and excessive thus become less stressful and public amenity would speeds Whilst fixed speed cameras are a cost effective measure improve within the urban community (Lester et al, 2008). to reduce grievous injuries and fatalities at high accident Treatment Gateway preceeded by bar and school risk locations, however a larger reduction of grievous markings before start of 50km/h limit injuries and fatalities through enforcement programmes and roundels which are targeted at improving speed compliance more There are mixed opinions to proposals of reductions in the Mean speed Reduction from 56km/h to 51km/h holistically across the road network (Nilsson, 2004). posted speed limits on the arterial and distributor road network (Mannering et al, 2008). Although research has Intelligent in-vehicle Speed Adaptation systems incorporate shown that travel times are only increased by seconds on Accidents 75% reduction digital speed limit maps and satellite navigation technology typical urban roads and less than two-and-a-half minutes and have been proved effective in improving driver for every half hour trip on the open arterial and distributor Case Study 3: Dragons’ Teeth compliance with posted speed limits by warning drivers road network, the public tends to be concerned that when they are speeding or by actually controlling the speed reducing the posted speed limits will increase travel times Location Craven Arms of the vehicle (Prassas et al, 2011). Studies have shown (Mannering et al, 2008). Site Large village on main road with that speed limiting systems result in considerable accident straight approaches reduction (Prassas et al, 2011). More work needs to be done in Malta to enable the uptake of this technology such as the Problem Volume and speed of traffic, heavy development and maintenance of digital speed limit maps. goods vehicles, perceived danger to pedestrians and cyclists Aims To reduce accidents and excessive speeds Case Studies Treatment Gateway preceded by Dragons’ Teeth markings, red surface, 30 speed roundels, mini roundabout, Case Study 1: Chicanes speed cushions, pedestrian refuges and centre hatching Location Pinehurst Road, Swindon Mean speed Reduction from 45km/h to 31km/h Site Straight urban tree-lined road with residential frontages, little on-street Accidents 52% reduction , bus route, traffic calming over 1.5km Case Study 4: Speed Cushions Problem Child pedestrian accidents Location Ocean Road, South Shields

Site 50km/h Shopping Street Aims To reduce accidents, reduce speeds Problem Pedestrian accidents due to inappro- and reduce through traffic priate speeds Aims Change the environment and reduce speeds Treatment Four chicanes, two pedestrian refuges Treatment Installation of speed cushions and build-outs at pelican crossings Accidents 100% reduction Accidents 48% reduction 48 49

SECTION 5 ENFORCEMENT

Table 12: Supporting Timescale Enforcement may be addressed as an effective measure to motivate road users to improve their road user behavior if they understand the improper behavior (Australian Transport Council, 2011). This motivation is based on the perceived Strategy Action Lead Authority Department/ Strategy Action S M L probability of being ‘caught in the act’ and the effectiveness of the actual penalty involved (Australian Transport Plan for Speed Authority Council, 2011). Many drivers tend to believe that their risk of a collision is low and hence it is the penalty itself which Limits deters the driver (Australian Transport Council, 2011). Although the penalty is a deterrent however this alone is not Implement the Speed Management Transport Malta * sufficient. Information and education about the reality of risks involved are necessary to ensure improvement to road Policy user behavior (Australian Transport Council, 2011).

Innovations in vehicle technologies offer important opportunities for road safety improvement by potentially addressing Implement Vehicle Activated Signs to illegal road user behavior in relation to drink driving, speeding, non-use of seatbelts, driver fatigue and distraction improve compliance with posted speed Transport Malta Local Councils * (Australian Transport Council, 2011). limits by educating the driver

Continue to research and implement innovative solutions at locations where Transport Malta * lower speed limits need to be posted for safety reasons

Establish more 30km/h speed limit Transport Malta Local Councils * zones in urban areas where applicable

Promote the concept of traffic calming measures other than the typical round Transport Malta Local Councils * topped road hump

Ensure that information on speed management are provided on the Transport Malta * Transport Malta website

MONITORING PROGRESS

Progress will be monitored and assessed through the monitoring of road fatalities and grievous injuries where speed was likely to be the contributory factor. 50 51

Strategy Objectives Facts about Various Enforcement Table 13: Existing Speed Cameras Measures Existing Speed Site and Fixed Speed Camera Details 2010 Before and After1 Objective 1: Cameras in the To establish social intolerance for overspeeding and for Maltese Islands Compliance with Posted Speed Limits 85th Highest drink driving, seat belt wearing / child restraint devices 85th Per- Average Per- recorded (especially young children), failing to stop at red lights Speed centile The risk and severity of road collisions increases with Locality Street Installed Tickets / AADT2 centile speed of- Limit Speed speed where the travel at illegal or inappropriate speed Day Speed fence on Objective 2: (Before) is considered as one of the most important road user (After) camera To eliminate drink driving and drug driving behavior issues (WHO, 2010). The enforcement of speed limits in Malta is carried out by the Local Wardens for Objective 3: fixed camera installations and by the Malta Police for the Regional To eliminate illegal use of the mobile phone whilst St. Julians Dec-04 60 5.3 58,984 73km/h 66km/h 138km/h mobile camera installations. Road driving Safety cameras (speed and red-light cameras) are one Objective 4: Mriehel of the many tools to reduce the number of accidents Qormi Dec-05 80 1.1 26,202 87km/h 72km/h 169km/h To reduce the number of drivers without a valid driving Bypass and the severity of such accidents. The justification for license the installation of safety cameras is based on extensive research which shows that the reduction of excessive and Objective 5: Zebbug Jan-06 70 4.8 19,213 89km/h 76km/h 163km/h inappropriate vehicle speeds on the roads can reduce Road All vehicle occupants use seatbelts the number of accidents and the severity of the injuries (WHO, 2010). Not Zarb Objective 6: Attard Jun-06 50 13.5 26,703 64km/h 54km/h 123km/h To eliminate habit of failing to stop at red lights Street A common misconception of safety cameras is that they are intended as a source of revenue generation and, for St. Paul’s Burmarrad this reason, safety camera installations are based on Jun-06 70 2.5 20,682 88km/h 62km/h 172km/h visible enforcement allowing vehicle drivers the maximum Bay Road opportunity to adhere to the posted speed limit. The reality is that safety cameras reduce road accident fatalities St. by reducing the speed of drivers who would otherwise Pembroke Andrew’s Jan-07 70 5.5 26,134 N/A 66km/h 144km/h continue to break the law (Australian Transport Council, Road3 2011). Such safety cameras are located at road locations which have a history of speed-related collisions and the Hal Far assessment of such sites is carried out according to an Birzebbugia Feb-08 60 22 14,298 82km/h 63km/h 194km/h Road established and approved procedure which is outlined in greater detail in the Speed Management Policy. Birkirkara Birkirkara Mar-09 60 20.8 21,430 70km/h 58km/h 188km/h Monitoring of the speed camera sites has shown a Bypass decrease in the 85th Percentile Speeds of the road after the speed cameras were installed as follows: Santa Tunnels Mar-09 60 10.8 18,763 74km/h 67km/h 159km/h Venera

Tal-Barrani Zejtun Mar-09 60 9.3 32,486 80km/h 48km/h 175km/h Road

Imdina Qormi Apr-09 60 11.3 22,427 66km/h 63km/h 123km/h Road

1 85th percentile speed indicates the faster direction of the two directions (measurement taken 400m downstream of camera) 2 AADT – Annual Average Daily Traffic (both directions) 3 Operated only in the month of December 2010 52 53

Drink Driving Table 14: Blood alchohol limit, Road Transport - Speed Limits, Blood Alchohol Limits grams of alchohol in BAC Levels across Alcohol-related collisions continue to be a serious factor and research evidence shows that the risk of involvement in a 1 litre of blood EU countries Speed Limit, Cars (In General), Km/h fatal or injury collision increases sharply with increases in Blood Alcohol Concentration (BAC) levels (WHO, 2010). In the year 2010, 146 alcohol roadside police tests were carried out, 68 of which resulted to be positive. The number of Built-up Outside built-up Motorways roadside alcohol tests carried out in Malta is considerably low, compared with other EU countries. areas areas

BE 30-50 90-120 120 0.5 BG 50 90 130 0.5 Figure 14: CZ 50 90 130 0.0 Risk by BAC (mg/dl) and Age Group, Relative to Risk of Sober Driver Risk of driver Aged 30 or More DK 50 80 110-130 0.5 fatality by BAC level and age, (OECD, DE 30-50 100 (130) 0.5 NewZealand, 1995-2000 2006) EE 50 90-110 110 0.0 IE 50 80-100 120 0.8 EL 50 90-110 130 0.5 ES 50 90-100 120 0.5 200 FR 50 80-110 110-130 0.5 IT 50 90-110 130 0.5 150 CY 50 80 100 0.5 LV 50 90 110 0.5 LT 50 70-90 110-130 0.4 100 LU 50 90 130 0.5 HU 50 90-110 130 0.0 50 MT 50 60-80 - 0.8

Risk of driver fatal injury fatal Risk of driver NL 30-50-70 80-100 100-120 0.5 AT 50 100 130 0.5 0 0 10 20 30 40 50 60 70 80 90 100 PL 50-60 90-110 130 0.2 PT 50 90-100 120 0.5 BAC (mg/dl) RO 50 90-100 130 0.0 SI 30-50 90-100 130 0.5 SK 50 90 130 0.0 FI 40-50 80-100 100-120 0.5 SE 30-50 70-90 100-120 0.2 Source: Adapted from Keall et al., 2004. Age 15-19 years UK 32-48 96-112 112 0.8 Note: Chart reproduced from the OECD report Young Drivers: the road to safety (36). HR 50 90-100 130 0.0 Age 20-29 years MK 60 80-100 120 0.5 Age 30+ years TR 50 90 130 0.5 IS 30-50 80-90 - 0.5 Under current Maltese drink driving legislation, it is an offence for any vehicle driver to drive with a BAC of 0.08mg/l or NO 30-50-70 80 90-100 0.2 greater. Various arguments have been brought forward favouring the lowering of the legal BAC levels. Studies on the CHI 30-50 80 120 0.5

effects of Sweden’s lowering of the BAC limit have resulted in a 10% reduction in fatal collisions related to drink-driving Note: UK, IE, CY and MT drive on the left hand side of the road, the other Member (Borschos, 2000). Other arguments are in favour of prescribing zero BAC limits which has the advantage of not relying on the perception of drivers of how much alcohol they can consume to stay within the legal BAC limits (Dawson and Reid, 1997). As well as providing the driver with a greater certainty, the zero BAC limit would reinforce the message that drinking and driving are to be kept separate (Dawson and Reid, 1997). As illustrated in the table above, Malta’s BAC levels are much more lenient than in most of EU. 54 55

Table 15 - Supporting Timescale Alcohol Interlocks Lead Strategy Strategy Action Department/ Authority S M L An alcohol interlock is a vehicle electronic device that detects alcohol levels through breath samples. If alcohol is Action Plan for Authority detected the vehicle does not start. Data relating to vehicle use, alcohol readings and violations are also recorded by Enforcement Implement recommendations on enforce- the device. measures Transport Regional Com- ment contained in the ‘Speed Management * Malta mittees on Maltese Roads’ Policy A large proportion of drink drivers are generally not effected by usual alcohol deterrent measures due to a severe To improve compliance with posted speed alcohol abuse and social issues (Dawson and Reid, 1997). Transport Regional Com- limits through the adoption of best practice * Malta mittees enforcement It has been observed that alcohol interlock initiatives have had a positive impact on serious drink driving offenders Strategic safety camera installations are pre- (Dawson and Reid, 1997). The application of alcohol interlocks might be an area of further in-depth consideration in Transport ceded by the installation of Vehicle Activated * relation to repeated offenders and higher-risk groups such as new drivers. Companies and employers in some countries Malta have taken the initiative to support the introduction of alcohol interlocks by introducing them in vehicles fleets, in public Signs at identified sites transport, taxis and trucks as part of their quality assurance policies (Australian Transport Council, 2011). Manage educational programmes to promote Transport the understanding of the public of the provi- Malta Police * Malta sions of the law Work to strengthen random breath testing Drug Driving and random roadside drug testing pro- Transport Malta Police * grammes and improve public awareness of Malta Increased risk of collision has been linked to certain illegal and prescription drugs however alcohol still remains the these programmes principal cause of serious injuries (Borschos, 2000). Promote the application of alcohol interlocks Transport Malta Police * to convicted drink driving offenders Malta Recently roadside drug testing has been introduced in many countries and there is scope to develop further a consistent Encourage voluntary use of alcohol interlocks Transport Transport national approach to roadside testing for drug abuse together with a national approach towards impaired driving due * to medical conditions or the use of prescribed medication (Borshos, 2000). for professional drivers Malta Malta Promote a PHONE-OFF policy or use of Transport Malta Police * hands-free device when driving Malta Use of Mobile Phones Whilst Driving Address the risk of unlicensed drivers and unregistered vehicles through increased traf- Malta Police * fic surveillance Epidemiological studies and other research has led to evidence showing that the use of mobile phones, irrespective Carry out consultation with stakeholders and of whether it is hand-held or hands-free, results in increased risk of collisions involving injuries (McEnvoy et al, 2005). Transport the community at large to investigate the Transport Using the mobile phone to write or read text messages whilst driving has even further increased risk factors and such Malta and * scope of reducing the legal blood alcohol Malta risks are even higher for novice drivers than for experienced drivers (McEnvoy et al, 2005). Malta Police concentration (BAC) for all drivers Naturalistic driving studies have strengthened the concerns related to mobile phone dialing and texting however such Transport studies suggest that the accident risks related to talking or listening may be comparable to other common driver Support police to procure hand-held breath Malta Malta Police * activities (VirginiaTech Transportation Institute, 2009). Further investigation is necessary to better comprehend the testing kits for Final Test on the Road exact extent of the impact of the use of mobile phones to be in a strong position to propose the development of actions to address the problem. Establish automated channels of communica- tion with other countries to gather informa- Transport * tion on foreign registered vehicles for the Malta purpose of enforcement Use of Seat Belts

A large number of Maltese actually make use of the seat belt whilst travelling in a motor vehicle. Unfortunately a Monitoring Progress significant minority still do not use seat belts, which poses a significant risk. For instance the number ofseatbelt Progress will be monitored and assessed through the monitoring of: contraventions in the year 2010 amounted to 6,423. • Road fatalities involving unlicensed drivers • The number of grievous injuries and deaths involving occupants not wearing car restraints Evidence shows that seat belt alerts in vehicles improves seat belt wearing rates (Australian Transport Council, 2011). • The Blood Alcohol Concentration (BAC) of drivers involved in accidents with grievous and fatal injuries. Public acceptance and understanding of the importance of the use of seat belts, including properly sitting child restraints, • Compliance rate for wearing of seat belt and use of child restraint devices necessitates a co-ordinated approach between enforcement and education (Australian Transport Council, 2011). • Compliance rate with speed limits • Compliance rate with wearing of motor cycle helmets 56 57

SECTION 6 SAFER VEHICLES 58 59

The importance of vehicle safety is to be recognized are designed and implemented in vehicles to target illegal Strategy Objectives Facts on the Effect of Vehicle Design in achieving reductions in traffic injuries and fatalities behavior and these include alcohol interlocks, seat belt on Road Safety through the protection of occupants and in assisting reminders and intelligent speed adaptation (DOE, 2010). Objective 1: drivers to drive more safety. The past ten (10) years has To improve the regulatory systems related to untaxed • Malta has a relatively high average vehicle age being seen great developments by vehicle manufacturers in Future progress will be achieved through a synergy of the and uninsured vehicles in the region of (20) years making vehicles safer for all road users. evolving designs by manufacturers, consumer information • There has been an increase in the purchase of and other non-regulatory measures such as industry Objective 2: second-hand vehicles with higher engine capacity This is mostly due to various EU Directives and code of practice and fleet purchasing policies (Australian To increase the random enforcement and roadside vehi- • There is a tendency that older vehicles and second- requirements which have been strengthened year after Transport Council, 2011). There are more than fifty (50) cle checks to encourage continuous vehicle maintenance hand vehicles are used by new drivers who are year, and are imposed on vehicle manufacturers and local design rules relating to vehicle safety which are generally and ensure roadworthiness Authorities that register vehicles for the first time in any harmonized with United Nations Economic Commission considered as being the higher-risk driver Member State. In fact, within the Maltese context since for Europe (UNECE) vehicle regulations and Global Objective 3: • The risk of grievous injury or fatality in a collision manufacturing of vehicles does not feature, Transport Technical Regulations (GTR) which are the international To promote a greater penetration of five star EuroNCAP is lower for newer vehicle models; the risk in a vehicle Malta does not register any vehicle for the first time, unless standards. The European New Car Assessment Programme vehicles in the general fleet manufactured in 1987 is twice the risk in a vehicle this complies with all the vehicle standard requirements (EuroNCAP) provides start rating for vehicles up to a manufactured in 2007 (Newstead et al, 2009) which include the main safety components of the vehicle, maximum of five stars. These ratings are based on crash Objective 4: • It has been calculated that if all drivers drove the apart from other components that have an impact on the testing and inclusion of safety features. To promote a reduction in the age of the vehicle fleet safest car in its category, accident injuries and environment. fatalities involving light passenger vehicles potentially The Maltese Vehicle Fleet has an average age of Objective 5: could be reduced by 26% (Newstead et al, 2004). Road accident severity has been significantly reduced about twenty (20) years and hence new vehicle safety To promote a substantial increase in the proportion of • Passenger vehicle safety has been developed much through the introduction of improvements in the vehicle improvements may take a number of years to infiltrate heavy vehicles with advanced braking systems and of more than safety in light commercial vehicles in relation (Australian Transport Council, 2011). into the fleet. Improved vehicle safety will be supported the safety features to EuroNCAP star ratings and the incorporation through promoting marketing measures, providing of safety features. Light commercial vehicles are Most of the vehicle safety technology over the past ten (10) consumer information, raising public awareness of the Objective 6: used both in the family environment and in years has focused on the area of secondary safety, hence choices available and by introducing regulations where To enforce the use of set standards where vehicles that businesses. protection in the event of a collision. Such improvements appropriate. Transport Malta has direct control over the would have been involved in grievous accidents must include developments in life-saving safety features such safety of vehicles on the roads through its regulations and adhere to before being put back on the road. • Extensive research and development is being as airbags and seat belts and developments in vehicle policies and through enforcement activities. Given the invested in vehicle-to-vehicle and vehicle-to- safety design features such as occupant protection proportion of injuries and fatalities involving motorcyclists, infrastructure communication and a frequency such as crumple zones, front under-run protection and Malta is keen to promote and support technologies to for these communications has already been reserved (Australian Transport Council, 2011). electronic stability control, braking, handling and lighting improve motorcyclists’ safety. (Australian Transport Council, 2011). At a European Level, • Extensive research is being carried out on vehicle although for example air bags are not yet mandatory, they safety internationally on intelligent transport systems still need to be constructed according to set standards. including the development of guidelines for in-vehicle Furthermore, there have been improvements in the information systems (DOE, 2010). standards for various safety components of vehicles • Whilst the number of unlicensed and uninsured including braking systems, steering systems, bodywork vehicles is being reduced through various schemes and chassis construction including frontal protection made available by Government, the number needs to systems, tyres and wheels, and field of vision. be reduced further to ensure that all vehicles on the road are licensed, roadworthy and insured. Advances in the use of vehicle computing to prevent accidents occurring are being developed and these include voluntary intelligent speed adaptation devices, speed limiters, cooperative and advanced driver assistance systems including systems which take control of the vehicle in emergency situations, in-vehicle smart technology such as vehicle-to-vehicle and vehicle- to-infrastructure communication and emergency communication systems (DOE, 2010). Advances in sensor technology have led to the development of other road safety features in the vehicles which include lane departure warning devices, collision avoidance warning, advanced braking and driver management systems (DOE, 2010). There are other vehicle safety technologies which 60 61

SECTION 7 SAFER ROAD USERS

Table 16: Supporting Timescale Lead Strategy Action Department/ Strategy Action Authority S M L Plan for Vehicles Authority on the road network Improve on the existing initiatives to Transport Ministry of reduce the average age of the vehicle * Malta Finance fleet in Malta

Ministry of Investigate fiscal registration and Transport Finance, Malta insurance-based incentives to promote * Malta Insurance the purchase of safer vehicles Association Investigate incentives to promote new Transport Ministry of drivers purchasing safer new or used * Malta Finance vehicles Review of the vehicle roadworthiness test (VRT) to improve its effectiveness Transport further, including further training for * Malta testers and possible more frequent tests for older vehicles Introduce the obligation to test motor- Transport * cycles’ roadworthiness Malta Malta Police Promote the introduction of automatic Transport collision notification of the European * Malta and Depart- eCall system ment of Health

Publish material to highlight the Transport importance of regular basic safety * Malta checks of the vehicle

Given the significant proportion of our fatalities that involve motorcyclists, we are particularly keen to work with partners in promoting work on technologies to improve motorcyclists’ safety. We will also seek to support better vehicle safety through considering, supporting and promoting marketing measures, exploring better provision of consumer information, raising public awareness of the choices available and, where appropriate, introducing regulation.

We will encourage and support advances in designs to yield better occupant and pedestrian/cyclist protection and in seeking to have collision avoidance technologies such as Electronic Stability Control included in the scoring scheme.

Where we do have direct control over safety of vehicles on our roads is through the introduction of regulations or policies addressing how our responsibilities are to be delivered and through enforcement activities. Among these measures, we will include more random enforcement and roadside vehicle checks, to encourage continuous vehicle maintenance to ensure road worthiness.

Monitoring Progress Progress will be monitored and assessed through the monitoring of: • The average age of the Maltese vehicle fleet • Percentage of newly registered new vehicles sold • Percentage of newly registered used vehicles sold • Injury and Fatal accident statistics. 62 63

Table 17: The majority of road users abide by legislations and Driver Training, Testing and Licensing Levels / Area Knowledge and Skill Risk Increasing Self Assessment traffic regulations and are aware of safety best practice. Aspects However, even these road users invariably make mistakes The traditional method of instruction, focusing primarily GDE Matrix – which may sometimes result in grievous injuries or Goals for Driver Goals for life and Lifestyle, age, group, Sensation seeking, Introspective on practical driving techniques, has proved to be skills for living culture, social position, risk acceptance, competence, own fatalities. Improvements in road safety systems can be inadequate. This has led to the acceptance of the Goals Education developed to reduce the potential for error by the road group norms, peer preconditions, impulse for Driver Education (GDE) Matrix by driver training pressure control users and to provide improved forgiveness or protection professionals, as a model for effective training, mainly in the chance of a collision. because it incorporates not only driving skills, but other Goals and context Modal choice, choice of Alcohol, fatigue, low Own motives levels of knowledge, including driving behaviour, driver of driving time, role of motives, friction, rush hours, influencing choices, However, there are road users who frequently break the attitude, and also eco-driving. route planning young passengers self-critical thinking traffic regulations and legislation resulting in a level of unacceptable risk to themselves and to other road users. It covers those competencies related to the knowledge Driving in traffic Traffic rules, coopera- Disobeying rules, Calibration of driving It is important that poor road user behavior is reduced and practical ability to drive a vehicle, and also other tion, hazard perception close-following, low skills, own driving style through the enhancement of enforcement measures and cognitive processes such as attitude, emotion, attentive friction, vulnerable by ensuring that the related penalties are effective. processes, motivation, planning and decision making. It road users also includes behavioral competences such as propensity One of the most important elements of road safety is towards violations and driving style. Vehicle control Car functioning, No seatbelts, Calibration of car- driver education since driver behaviour is one of the main protection systems, breakdown of vehicle control skills causes of road accidents. This is even more important vehicle control, physical systems, worn-out due to the high percentage of licence holders in Malta - laws tyres more than 56% of the population - coupled with the high amount of vehicles per capita in Malta. The lower levels of the matrix (in green) represent the traditional training normally given in driving schools in Malta. Whereas many other countries have moved, or are moving from this traditional training model, Malta has still to introduce the higher This requires an effective regulatory framework, and levels of the model. a proactive educational approach. The road user is the first link in the road safety chain. Whatever the technical The European Commission promotes a wider approach to driver education, and views education and training as an overall measures in place, the effectiveness of a road safety process, a lifelong ‘educational continuum’. Interactive methods and the acquisition of autonomy should be encouraged, while policy depends ultimately on the users’ behaviour. For taking duly into account the need to keep the cost to obtain the licence at a reasonable level. The objective is to encourage this reason, education, training and enforcement are practice before the test under maximum conditions of safety. essential. Education covers all road user groups (including pedestrians), however the main form of education should The driving licence test should not be restricted to checking the candidate’s knowledge of or the ability to be directed towards existing drivers and prospective carry out maneuvers. Over the past eight years, new drivers have undertaken a licence acquisition process based on EU stan- drivers. This includes: dards, which is difficult to reconcile with that of their parents. This has created perceptions such as‘examiners are there to fail you’ or ‘it’s only about passing your test’. • Attitude towards safe driving; • Behaviour in society in general; The challenge for regulators and the driver training profession is to communicate driving as a ‘lifelong skill’ encouraging new • Acceptance and abiding by regulations. and existing drivers to self evaluate their performance against a clearly defined safe driver standard. Many recognize the need to raise standards in regard to sharing the road space within Malta as vehicle volumes increase, as practically every young adult will seek to obtain their driving licence when they turn 18. Accident statistics in Malta show that a degree of success in changing dangerous road user behavior has It is important to continue at the same time with work on rehabilitating people who commit serious driving offences. A study on been reached through a combination of enforcement the rehabilitation programmes which exist in some Member States shows that some of them are remarkably effective, achiev- and education. Education has helped to shift the social ing a high reduction in the number of re-offenders. It would therefore seem promising to link a point based licensing scheme norms in relation to drink driving and seat belt use. The to the rehabilitation courses whereby offenders may seek to attend a training event as opposed to receiving penalty points. aim is to increase the support for responsible road users There already is a probationary drivers’ licence subject to penalty points for the first three years in Malta, however no retraining whilst toughening the action towards irresponsible road is currently required although one must sit for the full tests if his or her licence is withdrawn as a result of accumulated points. users. There is a need to keep the concept of deterrence because many responsible drivers are kept responsible by Throughout Europe and beyond, some countries have developed second phase driver training with a view to having a positive the risk of detection and sanctions (Luna et al, 2004). impact, particularly in regard to the ‘at risk’ novice driver. This training normally takes place in the initial months after passing the licence acquisition test. The issues with implementing a second phase training intervention are varied and complex. What is clear however, is that new drivers must be trained appropriately before they gain their category licence to drive independently. Second phase training can then be used to re-visit and consolidate the learning outcomes.

One may also consider imposing a requirement on new drivers to undergo a minimum amount of time accompanied by an experienced licence holder after they obtain their driving licence. This approach would also require extensive research on its effectiveness. 64 65

Strategy Objectives – Drivers and Over-speeding, drink driving, drug driving, unlicensed cyclists need to share the road with motorized traffic driving and the use of mobile phones whilst driving (YOURS, 2011). Prospective Drivers are serious driver distraction offenses which have been addressed in detail in a previous chapter. However, there During the teenage years, the human body undergoes Objective 1: To reduce injuries and fatalities for drivers and are other aspects related to vehicle drivers which are many changes due to growth. Moreover, young people passengers in motor vehicles generally unintended but which pose a serious safety risk are less able to assess risk, they tend to experiment the to the vehicle driver and to other road users. limit of their boundaries more than for other age groups, Objective 2: they tend to overestimate their physical and mental To improve the effectiveness of driver training capabilities, they are influenced by their peers and they Professional Drivers have a high level of sensation seeking behavior (YOURS, Objective 3: 2011). Through research, there are indications that those To improve the effectiveness of the assessment of new Research carried out by the Transport Research parts of the brain which are responsible for decision drivers Laboratory has found that mile for mile, company vehicles making may be still under development well beyond the have rates of collisions which are 30% to 50% higher than teen years (YOURS, 2011). Such developmental factors Objective 4: private vehicles (TRL, 1999). It resulted that improvement greatly affect road user behavior. These factors, together To extend the existing penalty points system to all can only occur by an introduction of integrated measures with the use of alcohol and/or drugs, not wearing the drivers and not just novice drivers based on a strong safety culture (TRL, 1999). seatbelt or helmet and driving at excessive speeds makes younger people more vulnerable (YOURS, 2011). Thus, Objective 5: Other surveys and research further found that only 12% of the high road accident risk level of younger people are To identify and address accident black spots drivers in work had received formal training in safe driving a direct result of who they are and the environmental and/or health and safety (RAC, 2001). Also, a quarter of scenario in which they act (YOURS, 2011). drivers stated that pressure from their employers to arrive at destinations on time had made them drive whilst tired Given that new young drivers have limited driving (RAC, 2001). experience they tend to think more about their driving actions than the more experienced drivers (YOURS, 2011). Transport Malta has, in line with EU Directives, Such constant thinking can cause mental overload and be implemented various improvements in the training a source of distraction (YOURS, 2011). Also, young people and testing requirements for professional drivers of are less able to perceive risks; they have less control over passenger and goods’ carrying vehicles, and also that the vehicle and do not have confidence to make driving of the operators themselves. This is being followed with decisions (YOURS, 2011). This results in a higher risk of new obligatory periodical training provided by approved accidents. training providers. Social norms, which include peer pressure and youth rebellion, can influence the behavior of youths when Young Drivers on the road as drivers, as passengers, as cyclist or and pedestrians. Teenagers and young people tend to behave Statistical data issued by the Malta Police shows that, for according to which is perceived as been ‘cool’ and this the years 2008 to 2012, an average of 26% of all traffic is not necessarily safe (YOURS, 2011). Peer pressure can injuries and fatalities were by persons aged 18 to 26 years result that young people are more likely to adopt high risk of which an average of 59% were males. Of all driver behavior in any of the four categories of road user. injuries and fatalities, an average of 28% were drivers within the 18 to 26 year age group. An average of 23% of Statistics show that across the world male road users all driver fatalities were for this same age group. tend to take more risk and seek more sensation than females (YOURS, 2011). Statistics for the Maltese Islands The three main factors which result in youths between the reflects this inclination and there was a gradual increase in ages 18 to 26 years having a higher risk of traffic collisions male casualties from 59% in 2008 to 60% in 2012. Males and injuries and fatalities are gender, lack of experience overestimate their abilities as road users and hence are and age (YOURS, 2011). Such factors are in additional to more likely to be killed or injuries than females. Young the other factors, common to all the age groups, namely males have shown to take more risks in cases such as lack of adherence to road regulations, more need for driving at excessive speeds, not use the seatbelt and are improved law enforcement, road condition and vehicle less inclined to wear helmets (YOURS, 2011). The different condition (YOURS, 2011). The environmental context also road user behavior between young men and women is affects the risks when the road design does not cater for also partially explained by the different testosterone the needs of all road users and where pedestrians and levels present in their bodies (YOURS, 2011). 66 67

Table 18: Supporting Timescale Develop a road user awareness information Transport Transport * Lead Strategy Action Department/ campaign Malta Malta Authority S M L Strategy Authority Start an awareness campaign on driver Transport Police, Health * Action Plan for fatigue and how to relieve it Malta Department Road Safety Develop a public information campaign Transport Malta Police Education about community safety benefits of Malta Review the current theoretical and practical Transport Motoring * complying with posted speed limits tests for prospective drivers to align with Malta Schools the Safe Driver Standard, and including case Publish a Safe Driver Standard to enable Transport Police, * studies, hazard perception techniques to driving instructors and examiners to align Malta Motoring simulate real driving scenarios and more their training and assessment strategies Schools independent driving towards one coherent standard. This Safe Conduct research on post-license acquisi- Transport * Driver Standard is based on a competence tion training and accompanied driving Malta framework which sets out what an individual needs to know, understand and demonstrate Publish a set of guidelines for medical Transport Health * to be safe and responsible drivers for life. practitioners on the importance of medical Malta Department, fitness to drive Medical Publish a Standard for professional driving Transport Motoring * Profession, instructors to have the knowledge and skills Malta Schools KNPD necessary to guide and assist the candidate Investigate the possibility of extending Transport Police * towards becoming a safe driver. the penalty points system to all drivers to Malta Review the minimum age to start training, Transport Motoring * discourage repeat breaches and encourage from 18 to 17 to encourage a longer learning Malta Schools re-training period, and also reduce the urgency of Apply regular and more effective medical Transport * obtaining a driving license within weeks checks on license holders Malta from turning 18. Improve the requirements to become Transport Motoring * a licensed driving instructor, including Malta Schools Monitoring Progress minimum level of education and experience, and more effective theoretical and practical Progress will be monitored and assessed through the monitoring of: assessments • Number of injuries and fatalities in general Strengthen the initial and periodical training Transport - * • Number of injuries and fatalities (novice drivers) for driving examiners covering test control, Malta • Reduction in road safety related infringements vehicle and driving standards, assessment and marking, conflict management and • More use of seat-belts customer service • Number of collisions by novice drivers Introduce ongoing assessments of driving Transport Motoring * instructors Malta Schools Vulnerable Road Users Introduce accreditation of motoring schools Transport Motoring * and instructors to encourage them to Malta Schools Pedestrians and cyclists are considered as being the ‘vulnerable road users’ because in the event of a collision with a improve their level of training, and to be motor vehicle they invariably run a greater risk of injury or fatalities. recognized for such improvement. The measures to manage speeds will improve safety for pedestrians and cyclists both in relation to injuries and also in Introduce more training for existing Transport Motoring * relation to perceived danger. However, vehicles travelling at appropriate and legal speeds still potentially pose a hazard. instructors Malta Schools Thus there is the need to promote safer journeys on the road, footways and cycle lanes and also promote further training for cyclists, educate people on how to deal with motor traffic and instill road safety skills and habits in children. Review and update the highway code Transport Motoring * Motorcycling is often perceived as being the most vulnerable of all the motorized transport modes. Such perception is and introduce better training material for Malta Schools, the result of a combination of the fact that motorcyclists ride only on two-wheels, the lack of rider protection and the instructors and prospective drivers Police potential of these vehicles to reach high speeds.

Organize information campaigns directed Transport * This vulnerability has, in the past, been one of the reasons that policy did not generally include provision for motorcyclists. towards those attending educational institu- Malta However, the increase in urban traffic congestions and the fact that motorcyclists provide a flexible and efficient means tions and secondary schools in preparation for of transport had led to increase in their use in recent years (Dahl, 2008). obtaining their license in the years to come 68 69

Strategy Objectives – Vulnerable Facts about road casualties in Malta and Gozo Road Users

Objective 1: Road Casualties (Years 2008 to 2012) To reduce injury and fatal accidents involving vulnerable Table 19: road users Year Drivers Pedestrians Passengers

Driver, 2008 699 166 307 Objective 2: Pedestrian To improve the standard of cycling for all age groups and Passenger 2009 616 139 314 casualties in the Objective 3: past (5) years 2010 648 147 284 To ensure that safe design for pedestrians and cyclists are included in new transport schemes 2011 986 232 359 2012 933 314 352 Objective 4: To give elderly people and people with disabilities the opportunity to walk and cycle in a safe environment

Objective 5: Figure 15: To change the mentality of vehicle drivers in relation to pedestrians, cyclists and motorcyclists. Percentage of Objective 6: Driver, Pedestrian To introduce cycle design features at major junctions. and Passenger casualties in the Objective 7: past (5) years To reduce all child injuries and fatalities 25%

Objective 8: To address the specific road safety needs of children in different age groups through education and training

Objective 9: To actively promote the Safe Routes to School Programmes with the Education Department and with Local Councils.

Objective 10: To increase awareness regarding increased Safety for Horse Riders

Objection 11: To address the problem of driver fatigue 15% 60%

Drivers

Pedestrians

Passengers 70 71

Table 20: and increasingly on a bicycle (Welsh Assembly Year 2008 Year 2009 Year 2010 Year 2011 Year 2012 Children Government, 2003). Peer group pressure plays an Casualties by age important role as children get older and are more group in the past 0 to 14 56 63 61 64 124 As illustrated in Figure 16, 6% of the overall traffic casualties likely to take risks. Children at this age would be (5) years between years 2008 and 2012, involved children aged ‘0 15 to 24 288 280 250 362 375 to 14 years’. In order to address the problem related to aware that the particular activity is dangerous and accident risks for child pedestrians and cyclists, the tasks would have the basic road safety skills however they 25 to 39 383 282 350 457 463 which children undertake need to be examined. It is might choose to adopt a risky behavior (WHO, 2010). important to understand the skills and strategies required As a result there is the need that Secondary School 40 to 59 276 272 269 375 408 to interact with traffic and identify the issues which need Children distinguish between cycling as a means of to be addressed. travel which requires riding skills in traffic and cycling 60+ 141 147 125 310 225 as a sport where cycling with a degree of excitement It is not possible to fully segregate children from traffic and from risk is catered for in a controlled environment. Age unknown 28 25 24 9 4 moreover segregation will not promote the development Safe cycling in traffic is about adopting sensible of child pedestrian and cyclist road safety skills. If these techniques for basic cycling maneuvers and being in skills are not developed in the child, then the road use control of the bicycle and reading and responding to and crossing decisions of a child will be inadequate and the actions of other road users (Dahl, 2008). Figure 16: collisions will occur (Welsh Assembly Government, 2003). Children also travel as passengers in vehicles. Percentage of Many of the risk factors for child pedestrians are related Although the focus of reducing road collisions will casualties by age to geographic and land use characteristic of the road reduce the number of child casualties in collisions group in the past and traffic scenario which include (Welsh Assembly however there needs to be special focus on reducing (5) years Government, 2003): the number of child casualties resulting from motor 1% 6% vehicle collisions. Most road safety strategies focus • High traffic flows in dense residential areas on the need for the use of child restraints. Although research shows that the proper use of child restraints 14% • High traffic speeds is one of the most important factors to increasing • High residential density and streets with safety for the child as a passenger however there narrow footways is no collision information as to whether the child 24% • Lack of appropriate safe routes leading to restraints were properly used or if the behavior of play areas the child was a contributory factor (Welsh Assembly • Child injury accidents tend to cluster Government, 2003). around schools • Most child injuries do not occur on the journey to school Pedestrians and Cyclists

Pre-school children are supervised when using the Pedestrians and cyclists need the provision of roads and parents and carers should use this time as an safe and convenient facilities which give these 25% opportunity to develop the basic road safety skills of the two transport modes priority over motorized child (Bedfordshire County Council, 2010). traffic (WHO, 2010). However, there are potential conflict areas between these two modes and road Road Safety Education for Primary School Children planning and design for these two groups needs to tends to focus on teaching children to comprehend the consider different issues. Also, there has been the road risks when walking or cycling. Unfortunately this tendency for the provision of on-road facilities for 0 to 14 promotes only negative messages and deters parents pedestrians and cyclists to be piecemeal with the from allowing their children to walk and cycle. The role of result that there is no continuous network of safe 15 to 24 the authorities and the schools is to focus on developing and convenient routes for travel. good Road Safety Skills in children by promoting practical 25 to 39 skills whilst ensuring that children are streetwise and New road design includes the provision for cyclists 30% remain aware of the potential risks if the safe skills are not where the site constraints permit to do so to raise 40 to 59 followed. The Cycling Proficiency Training Sessions and the profile of cycling as an environmentally friendly Testing should be made more widely available in schools. mode of transport. Cyclists are encouraged to use 60+ Secondary School Children tend to be more independent roads where it is considered that the traffic flows in terms of travel. Initially travel would be on foot and general road conditions are appropriate and Age unknown safe. However, on roads with high volumes of traffic 72 73

and/or high 85th Percentile Speeds where the potential Potential Benefits: Case Study: Home Zones Safety for Elderly and Disabled Persons of conflict is likely, it is considered safer for cyclists to be provided with separate routes where it is possible to • Foster a sense of community Elderly people are less likely to be involved in a collision provide these within the highway boundary. South West Burnley • Reduce social exclusion however, when they are involved in a collision, they are Home Zone was implemented in the most deprived area more likely to be grievously injured or killed. Very little Continuous and practical routes are important for cyclists • Increase the natural surveillance and centered on eighty (80) densely constructed terraced research work has been done to analyze elderly pedestrian and Transport Malta strives to provide these within houses. The spine road in the area is used as a rat run and collisions and hence it is difficult to discuss contributory new road designs. Cyclists are particularly vulnerable accident rate is high. factors related to age. There is even less information on at junctions and, through the adoption of good design injuries involving disabled persons. However we know practices at junctions, the safety at junctions can be that elderly and disabled persons need more time to improved (Bedfordshire County Council, 2010). carry out basic maneuvers such as crossing the roads and it is more difficult for them to judge factors such as It is important that safer facilities are provided for seed of traffic and relative distances (Welsh Assembly pedestrians and cyclists and road design and traffic Government, 2003). management schemes should take the following into consideration: • Reduction in traffic congestion Dropper Kerbs and Dropped Crossings For Cyclists: • Reduction in noise pollution • Cycle lanes to be provided on the road to allocate • Improved air quality Where dropper kerbs are not provided, movement for Before Implementation After Implementation elderly and disabled persons is obstructed unnecessarily space for cyclists, where the 85th percentile dry • May reduce demand for housing in rural areas weather speed does not exceed 60km/hr and people may try to cross the road at unsafe locations. Dropped kerbs at crossings and corners facilitate travel • Advisory cycle lanes to be introduced at major Scheme Objectives: for wheelchair users, people with pushchairs or luggage, junctions (where space permits) to warn drivers of elderly and persons with mobility impairment disabilities. Basic Planning Principles for a Home Zone: the presence of cyclists • To reduce traffic speeds Also, high kerbs and poor road surface create problems for visually impaired persons making it very difficult for • Road closures which provide exemptions for cyclists • To fit the character of individual streets • To re-organize parking and calm traffic them to travel. • Advance stop lines at traffic light junctions. • Support of the existing residential community re • Enhance the local environment quired from the outset • Re-route health centre traffic • For all types of residential areas/types Tactile Paving For Pedestrians: • To create open spaces linked to the street • Vehicle travel distance <400m in Zone • Footways should be 1.3m wide to allow for two • To improve lighting Tactile Paving has been used at bus stops in many localities pedestrians to pass each other or walk abreast • Afternoon peak traffic <100 vehicles/hour in Malta to benefit partially sighted persons. However, tactile paving may also cause difficulties for other road • Provision of dropper kerbs • Vehicle speeds not to exceed 20km/h users including those with other disabilities or medical • Implement tactile paving to assist partially sighted • 3m minimum width for vehicle route conditions and it is important that such is implemented . people according to best practice and according to UK design • Some parking is to be permitted guidelines for accessible public transport infrastructure. Home Zones • Design is to encourage vitality and social interaction in a safe environment Home Zones are residential streets in which the road Motorcyclists space is shared between drivers of motor vehicles and other road users with the wider needs of residents being Figure 17 shows that motorcycle casualties in Malta have accommodated. increased over the last two years. The number of grievous injuries has also increased, while the number of fatalities has recorded a decrease in the year 2012. In some cases, motorcyclist collisions are a result of other road users not appreciating the presence of a motorcyclist or due to riders overestimating their machines and their own abilities (Bedfordshire County Council, 2010).

On the arterial and distributor road network motorcyclist collisions often involve only the motorcycle and are often 74 75

the result of the rider carrying out dangerous behavior such as speeding around bends and overtaking (Welsh Assembly The most important design features which can improve Equestrians Government, 2003). In local roads, motorcycle accidents are more likely to be involved in a collision with pedestrians safety for motorcyclists from the motor vehicle are the and other vehicles (Welsh Assembly Government, 2003). use of bus lanes and advance stop lines at traffic signals Horses are large and very strong animals and a collision (Welsh Assembly Government, 2003). The use of bus with one poses considerable risk to the motor vehicle lanes by motorcyclists will place motorcyclists in a lane and its occupants. Horses are frightened easily and are with less traffic and this should reduce the risk of side subject to panic especially in close proximity of speeding Figure 17: collisions with other motor vehicles. Advanced stop lines vehicles and abrupt loud noises. Unfortunately, accidents at traffic light junctions and the use of daytime running involving horses occur on our road where, with due Motorcycle lights also reduce the vulnerability of motorcyclists by diligence by the motor vehicle driver and by the horse casualties in increasing their visibility. These are three features which driver, such accidents may be avoided. Malta between can be incorporated with the design of the existing road years 2008 and 250 network with minimal impact. 2012 • Riding on the Road Transport Malta has implemented a number of improvements in the theory and practical tests to obtain Riders are to ensure that they can control the horse 200 motorcycle licenses in 2013 in accordance with Directive which they will be riding on the road and that the 2006/126. This includes additional maneuvers that are saddle and all the other equipment fits well and is in aimed at assessing the rider’s ability to handle motorcycles good condition. Where a horse is nervous of traffic or 150 depending on the power and weight of the motorcycle. does not have experience in riding on the road, such Furthermore, the minimum age to obtain such licenses has horse should be ridden by experienced riders and are been increased depending on the power to weight ratios of to be accompanied by other less nervous horses. 100 the motorcycles. This includes minimum experience when progressing to larger motorcycles. Horse riders are obliged to follow the traffic regulations and obey all road signage, road markings and traffic It is important that Transport Malta works more closely signals. Riding horses two abreast may be necessary 50 with the expert motorcyclists of the police and other where the other rider or horse is inexperienced, motorcyclist groups to better understand some potential however riders are to ride in single file where the road road safety issues facing this road user group. narrows and on the approach to bends in the road. 0 Riders are not to carry passengers when riding on the 2008 2009 2010 2011 2012 Driver Fatigue road and nor carry any other item which can impair their balance or become tangled in the reins. The Total Casualties riders are to keep both hands on the reins at all times, Driver fatigue is a problem which accounts for 10% of except when signaling. Both feet are to be in the Grevious all collisions in the United Kingdom (Welsh Assembly stirrups at all times. Government, 2003). Accident data related to driver fatigue Fatal is not collected in Malta. The relatively short distances Horse riders are to avoid roads with heavy traffic travelled on the island result in a general under-estimation volumes and high posted speeds. Also, riders should of the problem of driver fatigue. Research, undertaken in Another problem lies with young and inexperienced motorcycle riders on local roads. This category of riders lack avoid difficult junctions such as roundabouts. additional training once they pass the basic motorcycle test and hence they are less able to control their machines when this area of driver fatigue concludes that fatigue related riding through the hazardous conflicting road uses in urban areas (Welsh Assembly Government, 2003). It is to be noted collisions are (Dawson, 1997): that in the UK the minimum driving age for low powered motorcycles is 16 years old while in Malta it is 18 years. • Helmets • Most likely to occur during the time periods from The reason for a number of collisions between a vehicle driver and pedestrians with a motorcycle are that the former 0200-0700 and 1400-1600 hours Horse riders should seek to wear protective helmets road users do not see the motorcyclist especially on roads where traffic flows are high (Welsh Assembly Government, when riding on the road. Helmets are to be the correct • More likely to result in a grievous injury or a fatality size for the rider and are to be worn correctly. Other 2003). The tendency of motorcycle riders to wear black leather make them less visible especially at night and hence because the driver did not attempt to brake it is important for motorcyclists to wear high visibility clothing to make it easier for other road users to see them. protective wear includes body protectors. Furthermore a high proportion of Maltese motorcyclists do not wear protective clothing and a large number of motor • Often work-related cycle helmets are not ‘ece’ standard. A motorcycle is about one-third the width of a motor vehicle and hence other road • Generally predictable because the driver would be • Visibility users need to be more alert and observant to see the motorcyclist (Welsh Assembly Government, 2003). aware that he/she is tired before the collision All horse riders should wear fluorescent and reflective A number of collisions occur when motor vehicles emerging from side roads and fail to see the motorcyclist travelling To address fatigue, drivers need to be more aware of the clothing when riding on the road. Fluorescent and on the main road (Welsh Assembly Government, 2003). ‘Blind Spot’ collisions occur where motorcyclists travelling on most likely times when the problem occurs, to recognize reflective angle bands and stirrup lights are very effective the outside of the traffic flow collide with a motor vehicle turning right and hence awareness needs to be promoted on the warning signs on the onset of fatigue and to make in attracting the attraction of motor vehicle drivers. this matter. It is also important to note that since motorcycles can travel at higher speeds than cyclists, the reaction effective action to relieve fatigue during the journey. time for the motorcyclists is much less (Welsh Assembly Government, 2003). 76 77

Table 21: Supporting Timescale It is advisable that horse riders avoid riding on the Public Transport Lead road during the night. Riders who must use the roads Strategy Action Department/ Authority S M L during the night are to equip the horse with reflective Strategy Authority Increase in road traffic makes it important to increase bands above the fetlock joints and carry a light which Action Plan for public transport patronage and to maximize the use of Motorcyclists, Study of accidents involving motorcyclist Transport Malta Transport Malta, * shows white to the front and red to the rear. collisions on arterial/distributor roads and local Malta Police and the bus network. Public transport is vital to the mobility Pedestrians, roads in consultation with user groups and design Motorcyclist Children and of those without access to a car. The inherent advantages protective measures Groups • Motor Vehicle Drivers of public transport in helping to reduce traffic congestion, the Elderly environmental pollution and road accident rates, means Promote high visibility clothing for motorcyclists Transport Malta Transport * Riders and horses are considered as vulnerable road that its potential as an alternative to travel by car must be Malta/User Groups users and the motor vehicle driver is to appreciate promoted and encouraged (Salford City Council, 1995). this important point. Motor vehicle drivers are to be Introduce advance stop lines at traffic light Transport Malta Transport Malta * courteous towards horses and their riders. Statistics in Malta show that the average number of junctions accidents between 2008 and 2010 involving injuries and Promote the Safe Routes to School Programmes Transport Malta Transport Malta * Vehicle drivers should be careful and keep an eye fatalities was 1106 and the average number of accidents with the Education Department and with Local for horses on the road especially when approaching between 2011 and 2013 involving injuries and fatalities Councils. bends and on narrow rural roads. Drivers should was 1586. This shows an increase of 43% in road injuries Develop a programme to increase awareness of Transport Malta Transport Malta * reduce their speed on approaching a horse and are and fatalities which occurred during the period where the Cycling Proficiency Training and Testing and to pass the horse slowly and at a distance. Drivers make the training more widely available in schools are never to rev the engine and nor sound the horn I the public transport service saw a decrease in patronage proximity of horses. following the Public Transport Reform of 2011. Strive to increase awareness on the causes and Transport Malta * implications of driver fatigue Motor vehicle drivers are to note that when horse riders Although accidents involving public transport vehicles Intensify the Road Safety Skills Programme in Transport Malta Transport Malta * need to turn right, the horse will not move to the centre attract far more publicity than car accidents, public schools of the lane but will keep to the left until they reach the transport has much lower accident rates. The use of Consider the pedestrian needs of elderly and Transport Malta Transport Malta * point where they intend to turn right. Also, vehicle public transport is beneficial to promoting road safety mobility impaired persons within local road safety drivers are to appreciate that the behavior of horse because such use is safer than driving overall (Victoria strategies. riders differs from all other traffic at roundabouts. Transport Policy Institute, 2013). Increase the use of protective equipment by Transport Malta Transport Malta * Horse riders will not generally signal on approach but motorcyclists by increasing awareness and Malta Police will keep to the left within the roundabout gyratory Address footway clutter and the need for footway Transport Malta Transport Malta * until they reach the roundabout exit and then they will upgrading including improved lighting on walking and Local signal left. routes Councils Horse riders are generally seated higher than a vehicle Produce a Guidance Document for Child and Transport Malta Transport Malta * driver and hence the eye level of the horse rider is in Adult Pedestrians an advantageous position to be aware of impending Encourage Educational Institutions to include Transport Malta Education * hazards. Hence, vehicle drivers should take note of behavioural and attitude aspects of Road Safety in Division any signals given by horse riders. their Curriculum by using more road safety exam- ples as part of their every day educational pro- grammes, both in primary and secondary schools Introduce warning signage on routes frequented Transport Malta Transport Malta * by horse riders To enact legislation to prohibit animals from using Transport Malta * the arterial and distributor road network from Monday to Saturday (Except Public Holidays) during peak traffic hours with the exception of the Policy Cavalry, national parades and horse-drawn cabs for work purposes

Monitoring Progress Progress will be monitored and assessed through the monitoring of: • Number of injuries and fatalities involving motorcycles • Number of injuries and fatalities involving motorcycle riders • Number of cyclist injuries and fatalities • Number of pedestrian injuries and fatalities • Number of injuries and fatalities occurring between 0200-0700 and 1400-1600 hours. 78 79

SECTION 8 IMPLEMENTING THE POLICY 80 81

This Road Safety Strategy has the necessary tools to This is important because further progress and development Table 22: Supporting Timescale achieve the desired road safety benefits for all classes of in road safety depends on establishing strong working Lead Strategy Action Department/ road users. The potential for this strategy to succeed is to relationships across all sectors in government, community, Strategy Action Authority S M L be supported by government commitment to enable the business and industry. It is important that key government Plan for Policy Authority implementation of the actions outlined in the strategy and bodies are well synchronized with this strategy and policy Implementation by non-governmental organizations to influence change to document to ensure effective implementation. Assess the structures and staff complement within Transport Malta to ensure that an achieve the road safety outcomes. Transport Transport appropriate team of professionals is in place * Malta Malta Health to manage the implementation This strategy is intended to provide direction for road safety policy and action for the next ten years. The Approaching road safety from a public health perspective of the strategy Strategy recognizes that policy decisions and actions allows for stronger synergies with a broader spectrum to will impact the effectiveness of the road safety outcomes address and manage issues related to alcohol and drug Consider adopting and promoting the Transport Transport and will also impact other areas of society because road abuse. The impact of roads and transport on health is not standard for management * Malta Malta safety has links with policies on infrastructure, health, only related to injuries and fatalities but it is also related to systems ISO 39001 police, transport, energy, education, emergency services, other health problems such as traffic noise, air pollution, research, environment, technology, insurance, innovation likelihood of greenhouse emissions and reduce physical and trade amongst others (WHO, 2010). activity whereby the use of the motor vehicle is preferred Establish the National Road Safety over walking and cycling (WHO, 2011). Council to raise the profile of road safety Transport Transport and to bring together the main national * The road safety performance will be affected by future Malta Malta economic conditions, environmental priorities and other Funding stakeholders in a close alliance to societal developments which will pose new transport and support the strategy road safety challenges. The road safety actions proposed Sufficient resources will be required to meet the objectives in this strategy can also be considered as a means to outlined which will require reallocation or reprioritization Develop and maintain a National Road of resources throughout the life of the strategy. Some Transport Transport support the following (Australian Transport Council, 2011): Safety Website to share road safety * interventions may be significant however many others are Malta Malta low-cost which give considerable results. information and report on progress • A way of life which is more sustainable and active • Reduced energy consumption and reduced Ensure that education campaigns are all Transport Transport Education * greenhouse gas emissions aligned with the objectives of the strategy Malta Malta • Reduced trauma and substance abuse will reduce the Ultimately, the success of this strategy depends on the work load on the health systems community acceptance of the strategy and the support Work with local councils to promote the • Safety at the workplace for professional drivers will Transport of the various organizations which are required to bring development and implementation of local Local Councils * be improved about the necessary social and cultural changes. The Malta road safety measures • Land use planning will be improved and community concept of a shared responsibility for road safety needs severance will be reduced to be embraced and hence public understanding of the strategy and key policy directions are important to • A reduction in traffic collisions will improve the Review the training of road safety specialists encourage the necessary public discussion about new Transport Transport productive economy due to less queues and delays and the value of additional formal training in * road safety proposals. Malta Malta resulting from collisions. road safety Accountability Co-ordination Central Government, through Transport Malta, has the responsibility for the planning, design, construction, Road safety has been addressed in a rather fragmented maintenance and regulation of roads and vehicles and manner by the stakeholders responsible for various the managing of the operation of a safe road transport aspects related to it. This strategy document shifts the system. Hence government is expected to contribute focus towards the integration of the various authorities leadership and resources to improving road safety, to involved in road safety to enable the National Advisory develop and enforce legislation, to set standards, to Safety Council to carry out the following: provide a safer road environment and inform the public about road safety issues. • The identification of possible areas of conflict or inconsistencies at the decision-making stage The most important measure of success of this strategy • To maximize the use of the limited existing resources will be the actual reduction of grievous and fatal accidents • To achieve the multiplier effect when one action can on the roads. This is the primary measure which will be contribute to meet the demands of other issues. used to monitor progress. 82 83

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